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SPECIFICATIONS 


FOR 


QUADRUPLE-EXPANSION,  SINGLE-SCREW 

■  .  ^ 

.  V 


PROPELLING  ENGINES, 


WITH 


BOILERS  AND  AUXILIARY  MACHINERY, 


FOR 


THIRD-CLASS  l'ORPEDO  jJAT  FOR  BATTLE  SHIP 


4  4 


TEXAS 


OF 


ABOUT  12  PONS  DISPLACEMENT 


P" 


—  - 


BUREAU  OF  STEAM  ENGINEERING, 

N AVY  DEPARTMENT, 
WASHINGTON,  D.  C. 


WASHINGTON  : 

GOVERNMENT  PRINTING  OFFICE. 
* 


1894. 


:A  ;R:r,V  . 


' 

» 

,  ;  .  . 


•  R  ■  .A  ■  ■  ; 


DEPARTMENT  OF 


'/(ML  ES6\^ 


W  ^earning  anb  JTabor. 


# 

§ 


LIBRARY 


OF  THE 


|  University  of  ISiinois. 


CLASS. 


BOOK. 


volume:. 


# 

# 

#  £. BAAS. . wc*v 

H  Books  are  not  to  be  taken  irbm  the  Library. 


(Succession  No... . 


-  4 


i 


i 


Digitized  by  the  Internet  Archive 
in  2019  with  funding  from 

University  of  Illinois  Urbana-Champaign  Alternates 


https://archive.org/details/specificationsfo00unse_5 


SPECIFICATIONS 


FOR 


QUADRUPLE-EXPANSION,  SINGLE-SCREW 


PROPELLING  ENGINES, 


WITH 


BOILERS  AND  AUXILIARY  MACHINERY, 


FOR 


THIRD-CLASS  TORPEDO  BOAT  FOR  BATTLE  SHIP 


OF 


ABOUT  12  TONS  DISPLACEMENT. 


_  BUREAU  OF  STEAM  ENGINEERING, 

NAVY  DEPAETMENT, 
WASHINGTON,  D.  C. 


WASHINGTON  : 

GOVERNMENT  PRINTING  OFFICE. 

1894. 


V 


V  w  A  it  ft  i  .1 


&IOIVI  III  •<()  V)  |  fsi;  v 


' 


LIST  OF  PLANS  ACCOMPANYING  THESE  SPECIFICATIONS. 


Sheet  No.  1 
Sheet  No.  2 
Sheet  No.  3 
Sheet  No.  4 
Sheet  No.  5 


- ♦♦♦ - 

.  General  arrangement  in  engine  room  and  fire  room. 
.  General  arrangement  of  engines. 

.  Condenser. 

.  Air  pumps. 

.  Circulating  pump  and  engine. 


(ii) 


, 


■ 


* 


■ 


' 


INDEX 


Page.  Par. 

Air-pressure  gauge _  27  60 

Air  pumps _  17  33 

Ash  sprinkler _  28  61 

Attachments,  boiler  _ _  24  49 

Auxiliary  exhaust  pipes.  29  65 
Auxiliary  and  main  feed 

pumps _ _ 27  58 

Auxiliary  steam  pipes. ...  28  64 


B. 


Bars,  grate,  and  hearers.  22  45 
Bearers  and  grate  bars  ..  22  45 

Bearing,  thrust _ _  14  24 

Bearings,  mandrels  for 

white  metal _  14  26 

Bedplate _ 10  16 

Bilge  and  sea  connections  20  37 
Blower,  fire-room,  and  en¬ 
gine  _  27  59 

Boiler . .  22  42 

Boiler  attachments _  24  49 

Boiler  drain  cocks _  26  57 

Boiler  material _  22  43 

Boilers  and  machinery, 

tests  of _  35  85 

Boiler  water  gauges _  26  56 

Bolts  and  nuts  . .  31  74 

Bottom  and  surface  blow 

valves _  25  53 

Boxes,  journal . 14  25 

Boxes,  piston-rod  and 

valve-stem  stuffing. i..  8  12 

Boxes,  stuffing _  15  27 

Bulkheads,  pipes  through 
water-tight _  30  70 

C. 

Casting,  distribution....  25  51 
Changes  in  plans  and 

specifications .  38  91 


Page.  Par. 


Check  valves,  feed _  25  52 

Chests,  valve _  5  6 

Circulating-pump _  19  34 

Circulating-pump  engine  20  35 

Cleaner,  steam  tube .  28  62 

Clearances,  cylinder _  5  4 

Clothing  and  lagging. ...  31  75 

Cocks,  boiler  drain _  26  57 

Cocks  and  valves .  30  72 

Communication  with  en¬ 
gine  room . 21  41 

Completed  machinery, 

drawings  of _  37  90 

Condenser _  16  32 

Connecting  rods.. .  9  14 

Connections,  hull _  30  71 

Connections,  sea  andbilge  20  37 

Covers,  cylinder _  4  3 

Covers,  valve-chest _  6  7 

Crank  shaft _ _ 10  18 

Crossheads  and  slides _  8  13 

Cylinder  clearances _  5  4 

Cylinder  covers _  4  3 

Cylinder  drain  cocks  ....  5  5 

Cylinders .  3  2 


D. 


Description,  general .  1  1 

Discharge  and  suction 

pipes _  29  68 

Doors  and  furnace  fronts  23  46 

Drain  cocks,  boiler _  26  57 

Drain  cocks,  cylinder....  5  5 

Drawings  of  completed 

machinery _  37  90 

Drawings,  working _  37  89 

Drips,  oil _  16  31 

Dry-pipe _  24  50 

Duplicate  pieces .  33  82 


(hi) 


. 


i 

- 

. 

IV 


E. 

Page. 

Engine  and  fire-room 

blower _  27 

Engine,  circulating-pump  20 

Engine  frames _  9 

Engine  indicators _  21 

Engine-room  gong _  21 

Engine  throttle  and  stop 

valve _  15 

Escape  pipe _  29 

Exhaust  pipes,  auxiliary  29 
Exhaust  pipes,  main _  15 


Feed  check  valves _  25 

Feed  pipes _  29 

Feed  pumps,  main  and 

auxiliary _  27 

Feed  tanks _  20 

Fire-room  blower  and  en¬ 
gine  _  27 

Floors  and  platforms _  32 

Frames,  engine _  9 

Furnace  fronts  and  doors  23 

G. 


Gauge,  air-pressure _  27 

Gauge,  steam _  26 

Gauges _  31 

Gauges,  boiler  water  ____  26 

Gear,  reversing _  13 

Gear,  valve . . 12 

General  description _  1 

Gong,  engine-room _  21 

Grate  bars  and  bearers  __  22 

H. 

Hull  connections _  30 

I. 

Indicators,  engine _  21 

Inspection _  38 

J. 

Joints,  riveted _ „ _  22 

Journal  boxes . .  14 


L. 

Page.  Par. 


Ladders _  32  78 

Lagging  and  clothing _  31  75 

Line  shaft _ _ _  11  20 

Lubrication _  15  30 

M. 

Machinery,  drawings  of 

completed _  37  90 

Machinery,  tests  of  boil¬ 
ers  and _  35  85 

Main  and  auxiliary  feed 

pumps . . 27  58 

Main  exhaust  pipes _  15  29 

Main  steam  pipe _  28  63 

Main  valves _ _ 7  10 

Mandrels  for  white-metal 

bearings _  14  26 

Materials  and  workman¬ 
ship  _ 33  83 

Material,  boiler _  22  43 

Material,  tests  of _  35  84 

Miscellaneous  pipes _  30  69 

N. 

Nuts  and  bolts _  31  74 

O. 

Oil  drips .  16  31 

Oil  tank _  32  79 

« 

P. 

Painting _ _ 36  86 

Pieces,  duplicate _  33  82 

Pipe,  auxiliary  steam ....  28  64 

Pipe,  dry _  24  50 

Pipe,  escape _  29  66 

Pipe,  main  steam _  28  63 

Pipe,  smoke _ _ _  23  48 

Pipes,  auxiliary  exhaust  29  65 

Pipes,  feed _  29  67 

Pipes,  main  exhaust _  15  29 

Pipes,  miscellaneous .  30  69 

Pipes,  suction  and  dis¬ 
charge _ 29  68 

Pipes  through  water-tight 
bulkheads . . 30  70 


Par. 

59 

35 

15 

40 

39 

28 

66 

65 

29 

52 

67 

58 

36 

59 

77 

15 

46 

60 

55 

73 

56 

22 

21 

1 

39 

45 

71 

40 

92 

44 

25 


y 


Page. 


Piston-rocl  and  valve- 

stem  stuffing  boxes _  8 

Piston-rods . . 7 

Pistons _ _ 6 

Plans  and  specifications, 

changes  in _ _ 38 

Platforms  and  floors _  32 

Preliminary  tests  and 

trials _ 36 

Propeller,  screw _  13 

Propeller  shaft  and  line 

shaft . . 11 

Pump,  circulating . __  19 

Pumps,  air _  17 

Pump,  circulating,  engine  20 
Pumps,  main  and  auxil¬ 
iary  feed . . 27 

R. 

Record  of  weights _  37 

Reversing  gear . .  13 

Riveted  joints _  22 

Rods,  connecting _  9 

Rods,  piston _ _ 7 

S. 

Safety  valve _ _  25 

Screw  propeller .  13 

Sea  and  bilge  connections  20 
Securing  engine  in  vessel  21 

Shaft,  crank . .  10 

Shaft,  propeller _  11 

Shafts _  10 

Shaft,  thrust . . 11 

Slides  and  crossheads 8 

Smoke  pipe _  23 

Specifications,  changes  in 

plans  and _ _  38 

Sprinkler,  ash _  28 

Steam  gauge . .  26 

Steam  pipe,  main _  28 

Steam  tube  cleaner _ _  28 

Stems,  valve _ _ 7 

Stop  valves  and  distribu¬ 
tion  casting _  25 

Stuffing  boxes . .  15 

Suction  and  discharge 

pipes _  29 

Surface  and  bottom  blow 
valves _  25 


T. 

Page.  Par. 


Tank,  oil. . . 32  79 

Tanks,  feed _  20  36 

Tests  and  trials,  prelimi¬ 
nary . . 36  87 

Tests  of  boilers  and  ma¬ 
chinery  _  35  85 

Tests  of  material  . .  35  84 

Throttle  and  stop  valve, 

engine _  15  28 

Thrust  bearing _  14  24 

Thrust  shaft _  11  19 

Tools .  32  81 

U. 

Uptakes . 23  47 

V. 

Valve-chest  covers _  6  7 

Valve  chests . .  5  6 

Valve  gear _  12  21 

Valve,  safety _  25  54 

Valve  stems _ _  7  11 

V al  ve-stem  and  piston-rod 

stuffing  boxes _  8  12 

Valves  and  cocks _  30  72 

Valves,  bottom  and  sur¬ 
face  blow . . 25  53 

Valves,  feed  check .  25  52 

Valves,  main.. . 7  10 

Valves,  stop,  and  distribu¬ 
tion  casting _  25  51 

Ventilator _  32  80 

Vessel,  securing  engine  in  21  38 

W. 

Water  gauges,  boiler  ....  26  56 

Water-tight  bulkheads, 

pipes  through _  30  70 

Weights,  record  of _  37  88 

Whistle . . .  32  76 

White-metal  bearings, 

mandrels  for _  14  26 

Working  drawings _  37  89 

Workmanship  and  mater¬ 
ials . . 33  83 


Par. 

12 

9 

8 

91 

77 

87 

23 

20 

34 

33 

35 

58 

88 

22 

44 

14 

9 

54 

23 

37 

38 

18 

20 

17 

19 

13 

48 

91 

61 

55 

63 

62 

11 

51 

27 

68 

53 


. 


/ 


' 


SPECIFICATIONS  OF  MACHINERY 


FOR 

THIRD-CLASS  TORPEDO  BOAT  FOR  BATTLE  SHIP 

66  TEXAS.” 


1.  GENERAL  DESCRIPTION. 

There  will  be  one  propelling  engine  of  the  quadruple- 
expansion  type,  working  a  single  screw.  It  is  estimated 
that  the  indicated  horse  power  of  this  engine  will  be 
about  155  when  the  screw  is  making  675  revolutions. 
The  engine  will  be  vertical,  inverted,  with  the  cylinders 
placed  in  order  of  size  over  the  shaft,  the  high-pressure 
cylinder  being  forward.  The  diameter  of  the  cylinders 
will  be  :  High-pressure,  5  A  inches;  first  intermediate- 
pressure,  7^  inches;  second  intermediate-pressure,  10 
inches;  low-pressure,  14  inches;  with  8-inch  stroke  of 
piston. 

The  cylinders  will  be  fitted  with  one  piston  valve  each, 
excepting  the  low-pressure,  which  will  have  a  double- 
ported  slide  valve;  the  high-pressure  and  first  interme¬ 
diate-pressure  piston  valves  to  be  made  without  rings, 
and  the  others  to  be  fitted  with  broad  adjustable  rings. 
The  valves  will  be  worked  by  three  Stephenson  links, 
the  two  forward  valves  from  the  same  link.  The  crank 
shaft  will  be  made  in  one  piece,  with  the  cranks  of  the 
high-pressure  and  first  intermediate-pressure  placed  ex¬ 
actly  opposite  each  other,  and  the  cranks  of  the  second 
intermediate-pressure  and  low-pressure  opposite  each 
other  and  at  right  angles  to  the  first  two. 

The  reciprocating  parts  connected  with  opposite  cranks 
will  have  the  same  weight  in  order  to  lessen  vibration, 
the  high-pressure  and  second  intermediate-pressure  pis¬ 
ton  being  thickened  for  that  purpose. 

(l) 


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♦ 


. 

' 


2 


The  shafts  and  working  parts  generally  will  be  forged 
of  mild  open-hearth  steel,  the  piston  and  connecting  rods, 
and  valve  stems  to  be  oil  tempered.  The  shafts  and  crank 
pins  will  be  hollow. 

The  framing  of  the  engine  will  consist  of  forged-steel 
columns  stayed  by  diagonal  braces  in  such  a  way  as  to 
give  firm  supports  to  the  slides.  The  engine  bedplate 
will  be  of  plate  steel,  supported  on  keelson  plates  built 
in  the  vessel,  and  stiffened  by  angle  irons  running  fore 
and  aft  on  each  side  of  engine. 

The  condenser  will  be  made  entirely  of  composition 
and  copper,  and  will  have  a  cooling  surface  of  about  116 
square  feet  measured  on  the  outside  of  the  tubes,  the 
water  passing  through  the  tubes.  There  will  be  two 
double-acting  air  pumps  worked  by  eccentrics  on  the  for¬ 
ward  end  of  the  main  shaft.  The  circulating  pump  will 
be  of  the  centrifugal  type,  worked  independently,  and  of 
sufficient  capacity  to  condense  all  the  steam  generated  in 
the  boiler  when  lying  idle.  The  circulation  when  going 
ahead  or  astern  will  be  maintained  by  means  of  scoops 
over  the  injection  and  outboard  delivery. 

The  propeller  will  be  of  manganese  bronze  or  approved 
equivalent  metal. 

There  will  be  one  water-tube  boiler  placed  in  a  separate 
compartment  forward  of  the  engine.  It  will  be  con¬ 
structed  for  a  working  pressure  of  250  pounds  per  square 
inch,  and  have  about  9^  square  feet  of  grate  surface, 
with  372  square  feet  of  heating  surface. 

The  forced-draft  system  will  consist  of  one  blower 
located  on  the  after  bulkhead,  and  discharging  into  a 
closed  fire  room.  Bulkheads  and  doors  will  be  fitted, 
where  necessary,  to  make  the  fire  room  air-tight.  There 
will  be  one  smoke  pipe,  located  as  shown  on  the  drawing. 

The  main  feed  pump  will  be  placed  in  the  fire  room, 
and  an  auxiliary  feed  and  bilge  pump  in  the  engine  room, 
both  delivering  into  the  main  feed  pipe. 

Two  feed  tanks  of  a  combined  capacity  of  70  gallons 
will  be  provided  and  located  as  shown  on  the  general 
plan. 


■ 


• 

' 

;  ’ 

3 


There  will  be  such  fittings  and  supplementary  parts  as 
are  necessary  with  the  above  machinery  and  boilers. 
The  weight  of  all  machinery  and  boilers,  including  auxil¬ 
iaries  and  water  in  boilers,  condensers,  and  pipes,  also 
spare  parts  and  tools,  will  not  exceed  9,900  pounds. 

All  parts  will  conform  to  the  following  detailed  speci¬ 
fications  and  the  accompanying  drawings. 

Any  part  of  the  machinery,  or  any  article  pertaining 
thereto,  which  may  be  inadvertently  omitted  from  these 
specifications,  or  from  the  official  drawings,  but  which  is 
necessary  for  the  proper  completion  of  the  vessel  and 
successful  running  of  the  machinery  in  accordance  with 
the  best  engineering  practice,  is  to  be  supplied  by  the 
contractor  without  extra  charge. 

2.  CYLINDERS. 

The  cylinders  will  be  made  of  the  best  quality  of  cast 
iron,  as  hard  as  can  be  properly  worked.  The  high-pres¬ 
sure  and  first  intermediate-pressure  will  be  in  one  casing, 
rigidly  secured  by  body-bound  forged-steel  bolts  to  the 
second  intermediate-pressure  and  low-pressure  cylinders, 
which  will  likewise  be  cast  in  one  casing.  The  casings 
will  include  the  valve  chests,  steam  ports  and  passages, 
the  lower  heads,  and  the  various  flanges  and  brackets  for 
attaching  the  supports  and  securing  the  cylinders  to¬ 
gether.  The  steam  and  exhaust  ports  will  be  smoothly 
cored  to  the  dimensions  shown  in  the  drawing. 

The  high-pressure  and  first  intermediate-pressure  cyl¬ 
inders  will  be  cast  with  centers  as  near  18%  inches  apart 
as  possible,  and  will  be  subsequently  bored  to  exactly  this 
dimension;  the  second  intermediate-pressure  and  low- 
pressure  cylinders  will  be  cast  with  centers  about  23 
inches  apart,  and  will  be  bored  to  this  dimension;  and 
the  flanges  for  securing  the  casings  to  each  other  will  be 
so  faced,  that  when  bolted  together  the  centers  of  the  first 
intermediate-pressure  and  second  intermediate-pressure 
cylinders  will  be  inches  apart.  All  of  the  cylinder 
axes  will  be  in  one  plane  and  parallel. 

The  barrels  of  the  high-pressure  and  first  intermediate- 
pressure  cylinders  will  be  ^4  inch  thick,  the  other  two 


■ 


■ 


9 


. 


' 

* 

' 

• 

4 


inch  thick.  They  will  be  counter-bored  at  both  ends, 
leaving  the  working  bore  8%  inches  long. 

The  counter  bore  will  be  very  carefully  cut  to  the 
dimensions  shown,  and  tapered  gradually  down  to  the 
bores  of  the  cylinders,  so  that  the  piston  rings  can  not 
catch  at  either  end  should  the  piston  be  dropped  down 
to  the  lower  head. 

The  brackets  at  the  base  will  be  well  ribbed  and  truly 
faced  and  bored  for  the  supporting  columns,  as  shown, 
and  there  will  be  facings  for  cylinder  and  valve-chest 
covers,  steam  and  exhaust  pipes,  one  receiver  live  steam 
pipe,  one  receiver  safety  valve,  drain  cocks,  indicator 
pipes,  and  oil  cups. 

The  high-pressure,  first  intermediate-pressure,  and 
second  intermediate-pressure  cylinders,  will  be  bored 
without  liners  to  5^,  7^,  and  10  inches,  respectively,  and 
each  will  have  one  piston  valve  chest  fitted  with  liners, 
as  shown,  bored  accurately  to  2^  inches  diameter  for 
the  high-pressure,  3)4  inches  diameter  for  the  first  inter¬ 
mediate-pressure,  and  5|4  inches  diameter  for  the  second 
intermediate-pressure  cylinders.  The  low-pressure  cyl¬ 
inder  will  be  bored  without  a  liner  to  14  inches  diameter, 
and  will  have  a  common  double-ported  slide  valve,  as 
shown,  without  a  separate  seat  bolted  to  the  cylinder. 

The  walls  of  the  steam  passages  will  be  stayed  as 
shown,  with  ribs  cast  in  with  the  casings. 

All  steam  and  exhaust  passages  must  be  thoroughly 
cleaned  out  and  pickled,  and  care  taken  that  the  passages 
are  nowhere  contracted  to  less  than  the  areas  shown  on 
the  drawings. 

3.  CYLINDER  COVERS. 

The  covers  will  be  of  cast  iron  for  all  cylinders,  about 
yq  inch  thick,  and  well  stiffened  by  )^-inch  ribs.  The 
lower  heads,  cast  with  the  casings,  will  be  faced  and  bored 
for  piston-rod  stuffing  boxes,  for  the  supports  of  the 
upper  end  of  the  crosshead  guides,  and  for  the  low- 
pressure  valve-stem  stuffing  box. 

Both  the  fixed  and  movable  heads  will  be  shaped  to 
leave  as  little  clearance  as  possible.  Each  cover  will  be 


270 - 2 


*  / 

'• 


■ 


- ,  1 

• 

' 

5 


turned  and  faced  to  fit  its  cylinder  casing,  and  finished 
on  the  outside  of  the  flange. 

The  cover  of  the  high-pressure  cylinder  will  be  secured 
to  the  cylinder  casing  by  eight  bolts,  that  of  the  first 
intermediate-pressure  by  ten,  that  of  the  second  inter¬ 
mediate-pressure  by  fourteen,  and  that  of  the  low-pres¬ 
sure  by  nineteen;  all  to  be  -^--inch  steel  studs.  Holes 
will  be  drilled  and  tapped  for  forcing  bolts  and  eyebolts. 

4.  CYLINDER  CLEARANCES. 

Great  care  will  be  taken  to  make  the  clearances  no 
larger  than  absolutely  necessary.  The  total  clearance  of 
both  ends  will  not  be  above  %  inch,  distributed  between 
top  and  bottom  to  the  best  advantage.  After  the  engines 
are  set  up  in  place  and  connected,  the  volume  of  the 
clearance  at  each  end  of  each  cylinder  will  be  carefully 
measured  by  filling  the  space  with  water  or  oil,  and  the 
volume  in  cubic  inches  plainly  marked  on  some  con¬ 
spicuous  part  of  the  cylinder  easing.  Marks  will  be 
made  on  the  crosshead  guides  showing  the  position  of 
the  erosshead  when  the  clearances  were  measured,  and 
likewise  when  the  pistons  strike  the  heads,  the  connect¬ 
ing  rod  being  disconnected  for  the  latter  purpose. 

5.  CYLINDER  DRAIN  COCKS. 

Each  cylinder  will  be  fitted  with  a  inch  approved 
cock,  placed  so  as  to  drain  the  bottom  of  the  cylinders 
thoroughly.  All  these  drain  cocks  will  be  worked  by 
one  lever  near  the  reversing  lever,  and  a  drainpipe  will 
lead  to  the  fresh-water  side  of  the  condenser,  with  a 
branch  to  the  bilge.  Both  branches  of  the  drainpipe 
will  be  fitted  with  straightway  stop  valves. 

6.  VALVE  CHESTS. 

All  valve  chests  will  be  fitted  with  suitable  composi¬ 
tion  drain  cocks,  with  discharge  pipes  to  the  feed  tank. 

The  low-pressure  receiver  will  have  a  i -inch  adjustable- 
spring  safety  valve  of  approved  pattern,  and  a  24 -inch 
live-steam  pipe  with  stop  valve  will  be  led  to  the  second 
receiver. 


. 


6 


The  steam  ports  will  be  as  shown  in  the  drawings,  and 
the  edges  of  all  ports  will  be  carefully  finished  to  a  uni¬ 
form  outline. 

7.  VALVE-CHEST  COVERS. 

The  valve-chest  covers  will  be  made  of  cast  iron,  ribbed 
where  necessary  for  strength.  They  will  be  fitted  to  the 
openings  in  valve  chests,  and  all  flanges  will  be  faced 
and  finished  on  the  outside  and  edges.  The  lower  covers 
of  the  high-pressure,  first  intermediate-pressure,  and 
second  intermediate-pressure,  will  be  faced  and  bored 
to  receive  the  valve-stem  stuffing  boxes,  and  for  securing 
the  valve-stem  crosshead  guides. 

8.  PISTONS. 

The  first  intermediate-pressure  and  the  low-pressure 
pistons  will  be  made  of  forged  steel,  dished  as  shown. 
They  will  be  reduced  to  the  lightest  possible  dimensions 
consistent  with  strength.  No  excess  of  weight  over  that 
due  to  the  dimensions  shown  in  the  drawings  will  be 
allowed. 

The  high-pressure  piston  will  be  made  of  cast  iron  or 
forged  steel,  of  such  thickness  as  to  weigh,  when  com¬ 
pleted,  exactly  the  same  as  the  first  intermediate-pres¬ 
sure  piston.  The  second  intermediate-pressure  piston 
will  likewise  be  made  of  cast  iron  or  forged  steel,  and 
will  have  the  same  weight  completed  as  the  low-pressure 
piston.  All  the  above  pistons  will  be  carefully  weighed 
after  the  rings  are  in  place. 

Each  piston  will  be  fitted  with  two  packing  rings 
inch  wide,  placed  %  inch  apart;  the  high-pressure  to  be 
inch  thick;  the  first  intermediate-pressure  %  inch 
thick;  the  second  intermediate-presssure  •£%  inch  thick; 
and  low-pressure  ^4  inch  thick. 

The  rings  will  be  made  of  hard  cast  iron,  cut  obliquely 
and  sprung  in  without  a  follower,  the  joints  being  placed 
opposite.  Each  piston  will  be  fitted  accurately  to  the 
bore  of  its  cylinder,  not  above  inch  play  being 
allowed.  Two  holes  will  be  drilled  and  tapped  for  ^4- 
inch  eyebolts  on  opposite  sides  of  the  boss  of  each  piston, 
to  facilitate  removal. 


. 

■ 


’ 

■ 

'  1 


7 


9.  PISTON  RODS. 

The  piston  rods  will  be  made  of  mild  steel  having  about 
80,000  pounds  tensile  strength,  and  20  per  cent,  elongation 
in  2  inches.  They  will  be  oil  tempered  and  ground  accu¬ 
rately  to  inches  diameter  in  the  body  for  all  cylin¬ 
ders.  The  upper  ends  will  be  turned  and  ground  to  fit  the 
pistons  accurately,  and  each  will  be  secured  by  means  of 
a  forged-steel  nut,  having  a  split  pin  to  prevent  its  back¬ 
ing  off.  The  lower  ends  of  each  piston  rod  will  be 
forged  into  a  stub  end,  and  will  be  fitted  with  binders, 
bolts,  and  brasses  to  hold  the  wrist  pins. 

10.  MAIN  VALVES. 

The  low-pressure  cylinder  will  be  fitted  with  a  cast- 
iron  double-port  slide  valve.  All  other  cylinders  will 
have  piston  valves  of  cast  iron,  the  thickness  to  be  as 
shown  on  the  drawings.  The  high-pressure  and  first 
intermediate-pressure  valves  will  be  made  with  two  heads 
separated  by  a  steel  distance  piece,  and  the  second  inter¬ 
mediate-pressure  valve  in  one  piece,  havinghub  and  spider 
at  each  end  for  securing  to  the  valve  stem.  The  hub 
and  spider  will  also  form  the  follower.  The  high-pres¬ 
sure  valve  will  be  2^  inches  in  diameter,  and  fitted  accu¬ 
rately  without  rings  to  the  bore  of  the  valve  chamber. 
The  first  intermediate-pressure  valve  will  have  a  diam¬ 
eter  of  3^4  inches,  and  be  fitted  accurately  without  rings 
to  bore  of  cylinder.  The  second  intermediate-pressure 
valve  will  be  5^4  inches  in  diameter,  and  each  head  will 
be  packed  with  one  cast-iron  ring  and  follower,  as  shown. 
The  steam  and  exhaust  lap  and  lead  will  conform  to  the 
diagrams  and  drawings. 

11.  VALVE  STEMS. 

The  valve  stems  will  be  of  forged  steel,  oil  tempered 
and  ground,  the  low-pressure  1  inch  in  diameter  in  the 
stuffing  box,  and  the  others  ^  inch-  They  will  be 
secured  to  the  valves  as  shown.  The  low-pressure  stem 
will  have  a  sleeve  working  in  a  stuffing  above  the  valve, 
of  sufficient  size  to  balance  the  valve  and  take  the  weight 
off  the  link. 


. 

• 

/ 


8 

The  high-pressure  and  first  intermediate-pressure 
stems  will  be  secured  to  the  same  crosshead,  which  will 
be  formed  into  a  stub  end  at  the  lower  end,  for  the  wrist 
pin,  and  into  a  rod  at  the  upper  end  for  an  efficient  guide. 
The  second  intermediate-pressure  and  low-pressure  stems 
will  be  formed  "into  stub  ends  at  the  lower  end  for  the 
wrist  pins,  and  will  be  guided  as  shown.  The  thread  on 
the  upper  end  of  each  stem  must  be  sufficiently  long  to 
allow  a  reasonable  amount  of  adjustment,  and  a  split  pin 
will  be  put  through  the  stems  to  prevent  the  nuts  from 
backing  off.  The  stub  ends  will  be  provided  with  a  com¬ 
position  cap  and  bushing  for  the  bearing  of  the  wrist 
pin,  and  the  cap  will  be  secured  with  two  steel  bolts  with 
nuts  held  in  place  by  split  pins. 

12.  PISTON-ROD  AND  VALVE-STEM  STUFFING  BOXES. 

The  stuffing  boxes  will  be  of  cast  iron,  with  composi¬ 
tion  bush  and  gland.  They  will  be  packed  with  approved 
metallic  packing.  Wherever  practicable  the  packing  of 
all  engine  stuffing  boxes,  including  valve  stems,  will  be 
made  in  two  independent  sections,  so  that  in  case  of 
injury  to  one,  the  other  will  make  a  tight  joint.  This 
packing  is  to  be  equal  to  the  best  in  the  market,  and  sub¬ 
ject  to  the  approval  of  the  Bureau  of  Steam  Engineer¬ 
ing.  The  gland  bolts  will  be  fitted  with  approved  means 
of  adjustment  while  the  engines  are  in  operation,  and 
lock  nuts  and  split  pins  will  be  provided. 

13.  CROSSHEADS  AND  SLIDES. 

The  crossheads  will  be  forged  with  the  piston  rods,  and 
the  bearing  for  the  connecting-rod  wrist  pins  will  be 
formed  in  the  crossheads  as  shown.  The  back  of  each 
crosshead  will  be  shaped  into  a  shoe  3^  inches  broad  by 
4  inches  long,  and  %  inch  thick  at  the  sides.  The  sides 
will  be  tapered  toward  the  center,  where  the  thickness 
will  be  inch,  and  the  bearing,  when  backing,  will  be 
taken  on  two  composition  gibs.  The  back  of  the  shoe 
for  taking  go-ahead  pressure  will  have  two  white-metal 
blocks  let  into  the  steel  inch,  and  standing  above  its 
surface  inch.  These  blocks  will  be  inches  broad 
and  will  run  across  the  face  of  the  shoe,  leaving  an  oil 
groove  y  inch  broad  between  them. 


■ 


, 


9 


They  will  be  thoroughly  hammered  into  contact  with 
the  steel.  There  will  be  no  gibs  or  liners  on  the  cross¬ 
head.  The  slides  will  be  of  cast  iron  with  backing  gibs 
of  composition,  the  whole  to  be  fitted  as  shown.  All 
parts  of  the  sliding  surfaces  will  be  smoothly  and  accu¬ 
rately  finished,  and  the  composition  gibs  will  be  finished 
all  over.  The  guides  will  be  bolted  to  brackets  carried 
on  the  columns  and  to  facings  on  the  cylinders.  Brass 
oil  boxes  will  be  provided  for  supplying  oil  at  both  ends 
of  the  guides. 

14.  CONNECTING  RODS. 

The  connecting  rods,  with  their  caps  and  bolts,  will  be 
of  forged-steel,  finished  all  over.  The  rods  will  have  a 
24 -inch  hole  drilled  longitudinally  through  the  center  for 
oiling  the  crank  pin,  and  will  be  oil  tempered.  They 
will  be  20  inches  long  between  centers,  forked  at  the  upper 
end  with  crosshead  pin  secured  firmly  in  the  jaws.  The 
crosshead  pins  will  have  a  bearing  surface  of  inches 
diameter  by  2^4  inches  long.  The  body  of  the  rods  will 
be  turned  to  i3/£  inches  diameter  at  the  upper  ends  and 
1 54  inches  diameter  at  the  crank-pin  ends,  the  sides  being 
faced  off  to  a  uniform  thickness  of  i^4  inches. 

Crank-pin  brasses  will  be  fitted,  as  shown,  with  distance 
pieces  inch  thick  between  the  two  halves.  They  will  be 
so  fitted  as  to  be  removable  without  taking  out  the  cap 
bolts.  The  crank-pin  brasses  will  be  lined  with  white- 
metal  blocks  dovetailed  and  hammered  in,  so  that  the 
pins  will  have  a  bearing  only  on  white  metal.  Ample 
oil  ways  will  be  provided. 

15.  ENGINE  FRAMES. 

Each  cylinder  will  be  supported  by  four  forged-steel 
columns,  excepting  over  the  middle  bearing,  where  two 
columns  form  the  supports  between  the  two  intermediate- 
pressure  cylinders.  The  tops  of  the  columns  will  be 
turned  and  faced  to  fit  the  facings  and  lugs  on  the  cylin¬ 
ders,  and  the  feet  of  the  columns  fitted  to  faces  on  the 
main  bearings.  They  will  be  secured  as  shown  on  the 
drawing.  The  columns  will  be  stiffened  by  steel  tie-rods, 
and  the  crosshead  guides  will  be  secured  as  shown. 


10 


16.  BEDPLATE. 

The  bedplate  will  consist  of  a  single  ^-inch  steel  plate, 
cut  away  for  the  swing  of  the  cranks  and  eccentrics,  and 
stiffened  on  the  top  by  a  fore-and-aft  angle  iron,  inch 
by  iy2  inches  by  %  inch,  on  each  side,  against  which  the 
diagonal  braces  abut.  This  plate  will  rest  on  yellow-pine 
liners  about  inch  thick,  and  will  be  firmly  secured  to 
transverse  frames  built  up  for  that  purpose.  The  main 
pillowblocks  will  be  made  of  composition,  with  lugs  on  the 
sides  for  securing  the  columns,  which  will  extend  en¬ 
tirely  through  the  angle  irons  on  the  frames  and  have  a 
nut  below,  as  shown. 

Each  binder  bolt  will  have  a  square  collar,  as  shown,  in 
the  lower  half  of  the  pillow  block,  and  will  be  secured 
by  a  nut  below  the  frame  angle  iron.  The  upper  and 
lower  half  of  the  pillow  blocks  will  be  lined  with  white 
metal,  fitted  in  dovetailed  recesses  and  hammered  in 
place.  They  will  have  ample  oil  grooves.  The  pillow 
blocks  will  be  fitted  to  the  bedplate  and  will  then  be 
bored  in  place  to  fit  the  journals  of  the  shaft.  Each  cap 
will  have  holes  of  sufficient  size  for  the  tubes  of  the  oil 
boxes.  All  brasses  will  be  so  fitted  that  the  only  bearing 
of  the  journals  will  be  on  white  metal. 

The  binder  bolts  will  be  of  forged  steel  inch  in 
diameter. 

17.  SHAFTS. 

All  the  sections  of  the  shaft  will  be  of  forged  steel. 
Each  length  will  be  forged  solid  in  one  piece  and  will 
have  a  hole  drilled  axially  through  it  from  end  to  end. 

18.  CRANK  SHAFT. 

The  crank  shaft  will  be  7  feet  1%  inches  over  all,  and 
will  be  made  in  one  piece.  The  after  end  will  have  a 
coupling  disc  y  inch  thick  by  6 %  inches  diameter,  forged 
solid  with  the  shaft.  This  coupling  will  have  square 
notches  between  the  bolts  and  be  provided  with  a  spanner 
for  turning  the  engine  by  hand.  The  forward  end  will 
project  about  sy  inches  beyond  the  forward  bearing, 
and  will  be  increased  to  3^  inches  diameter  for  the  seat- 


•r« 

>-  *'  • 


' '  .7;  ‘ 

.  -f>  ; 

v. ; 

:  > 


>  ’  i 


11 


in g  of  eccentrics  by  which  the  air  pumps  are  driven. 
There  will  be  a  journal  on  each  side  of  each  crank,  3 
inches  in  diameter  by  3  inches  long,  excepting  between 
the  two  intermediate  cylinders,  where  there  will  be  one 
journal  3  inches  in  diameter  and  5  inches  long.  The 
eccentric  seatings  will  be  3^  inches  in  diameter  by  2^ 
inches  long  for  the  low-pressure  gear,  and  2%  inches  for 
those  of  the  other  cylinders. 

The  crank  pins  will  be  3  inches  in  diameter  by  3^2 
inches  long  for  all  cylinders,  and  the  crank  webs  3^ 
inches  wide  by  ij/4  inches  thick.  The  crank  pins  must 
be  accurately  turned  parallel  to  the  journals,  with  centers 
4  inches  from  the  center  of  the  shaft.  All  wearing 
surfaces  must  have  a  smooth  finish,  and  the  accuracy  of 
alignment  of  shaft  and  bearings  must  be  proved.  There 
will  be  a  hole  2^  inches  in  diameter  bored  axially 
through  the  shaft  and  crank  pins. 

There  will  be  six  coupling  bolts,  ^  inch  in  diameter, 
made  of  forged  steel,  finished  to  fit  the  holes  snugly,  and 
each  fitted  with  forged-steel  nut  and  split  pin.  All  parts 
will  be  completed  in  accordance  with  dimensions  shown 
on  the  drawing. 

19.  THRUST  SHAFT. 

The  thrust  shaft  will  be  2^6  inches  in  diameter  and 
about  3  feet  7 y2  inches  over  all.  There  will  be  a  coup¬ 
ling  forged  solid  on  each  end  of  the  shaft  similar  to  that 
on  the  crank  shaft,  and  the  same  number  of  coupling 
bolts  of  the  same  diameter  in  the  after  end.  There  will 
be  five  thrust  collars  inch  thick,  spaced  y  inch  apart, 
with  an  outside  diameter  of  4--^  inches.  There  will  be  a 
hole  inches  in  diameter  bored  axially  through  the 
shaft. 

20.  PROPELLER  SHAFT  AND  LINE  SHAFT. 

The  propeller  shaft  will  be  2^  inches  in  diameter  and 
about  9  feet  inches  over  all.  Its  exact  length  will  be 
taken  from  the  boat.  It  will  have  raised  surfaces  3  inches 
in  diameter  for  the  bearing  in  the  stern  tube,  as  shown. 

There  will  be  a  hole  2^6  inches  in  diameter  bored 
axially  from  end  to  end,  and  the  after  end  will  be  drawn 


12 


down  for  the  taper  in  the  hub  to  hold  a  i^-inch  stud 
bolt  screwed  into  the  shaft  for  securing  the  propeller. 
The  end  will  be  tapered  to  fit  the  bore  of  the  propeller 
hub  and  will  be  fitted  with  two  fore-and-aft  steel  keys. 
The  stud  and  nut  will  be  securely  pinned  in  place.  The 
forward  end  of  the  shaft  will  have  a  composition  coupling 
2%  inches  thick  by  6%  inches  in  diameter,  screwed  on 
and  keyed  in  place.  A  composition  stuffing  box  will  be 
riveted  to  the  forward  end  of  the  stern  tube  with  a  gland 
and  bushing  of  composition.  The  packing  space  will  be 
about  4%  inches  deep  and  inch  wide  and  will  be 
packed  with  the  best  quality  of  hemp  packing.  The  fol¬ 
lower  bolts  will  be  of  rolled  manganese  or  Tobin  bronze. 

The  stern  tube  will  be  made  of  a  lap-welded  steel 
tube  4  inches  in  diameter  and  inch  thick,  which  will 
be  secured  to  the  frames  of  the  vessel.  The  bearings 
will  be  made  of  white  metal,  as  shown,  run  in  around  a 
mandrel  of  the  proper  size,  and  will  not  be  bored.  There 
will  be  a  bearing  in  each  end  12  inches  long.  The  white 
metal  will  be  held  in  place  by  screws  tapped  through  the 
tube  and  entering  the  white  metal.  The  line  shaft  will 
be  8  feet  9  inches  long,  with  the  same  diameter  as  the 
propeller  shaft. 

21.  VALVE  GEAR. 

The  valve  gear  will  be  of  the  Stephenson  type  with 
double-bar  links,  and  the  adjustment  will  be  such  that 
the  mean  cut-off  for  both  ends  of  each  cylinder  will  be 
about  .75  stroke. 

The  eccentrics  will  be  of  cast  iron,  each  in  two  parts, 
neatly  fitted  together  and  secured  by  two  forged-steel 
bolts.  They  will  be  bored  to  a  snug  fit  on  their  seatings 
and  turned  on  the  outside  to  an  eccentricity  of  1  ^4  inches 
for  the  high-pressure,  first  intermediate-pressure,  and 
second  intermediate-pressure  cylinders,  and  1  inch  for 
the  low-pressure  cylinder.  All  eccentrics  will  be  re¬ 
cessed  at  each  side  for  the  flanges  of  the  straps  and  will 
be  secured  on  the  shaft  by  keys. 

The  eccentric  straps  will  be  of  composition,  finished 
all  over,  made  with  flanges  to  fit  the  recesses  of  the 
eccentrics,  and  with  lugs  for  the  bolts  and  the  eccentric 

270—3 


13 


rods.  The  two  parts  of  each  strap  will 
tance  piece  between  them,  and  will  be  held' 
two  steel  bolts  with  finished  heads,  lock  nuts,  ana  spJ 
pins.  Each  strap  will  have  white-metal  lining,  will  be 
bored  to  fit  the  eccentric  accurately,  and  will  be  chan¬ 
neled  for  oil.  The  eccentric  rods  will  be  of  forged  steel, 
finished  all  over.  Each  rod  will  be  secured  to  the  eccen¬ 
tric  strap  by  means  of  a  T  on  the  lower  end  and  two  steel 
stud  bolts,  with  nuts  locked  in  place.  The  upper  end  of 
the  rods  will  be  formed  to  span  the  link,  and  fitted  with 
brasses.  The  '  two  brasses  will  be  bored  accurately  in 
line  for  the  e^ank  pins.  The  rods  will  be  18  inches  long 


between  centers.  The  main  links  will  be  of  the  double¬ 
bar  pattern,  of  forged  steel,  finished  all  over.  The  pins 
for  the  eccentric  rods  will  be  6  inches  between  centers. 
The  pins  for  the  suspension  bars  will  be  as  shown  in  the 
drawings. 

The  link  blocks  will  be  of  forged  steel,  finished  all  over, 
with  composition  gibs  fitted  accurately  to  the  curve  of 
the  links  to  take  the  bearing. 

Each  link  will  be  suspended  from  the  corresponding 
arm  of  the  reversing  shaft  by  two  flat-sided  forged-steel 
suspension  links.  The  ends  will  be  fitted  with  composi¬ 
tion  bushings  bored  to  fit  the  corresponding  pins. 


22.  REVERSING  GEAR. 


The  engine  will  be  reversed  by  hand  gear  fitted  as 
shown.  There  will  be  one  forged  steel  reversing  shaft 
supported  in  bearings  bolted  to  the  engine  columns. 
The  bearings  will  be  made  of  forged  steel  without  bush¬ 
ings. 

There  will  be  one  arm  for  each  link  securely  keyed  to 
raised  seatings  on  the  shaft,  and  a  reversing  lever  for¬ 
ward  of  the  high-pressure  cylinder.  This  lever  will 
have  a  spring  latch  of  approved  pattern,  and  an  arc  with 
notches  for  full  gear  ahead,  backing,  and  mid  gear,  also 
for  linking  up  when  going  ahead. 


23.  SCREW  PROPELLER. 

The  screw  propeller  will  be  of  manganese  bronze  or 
approved  equivalent  metal.  The  hub  will  be  accurately 


'  .  :A 


: 


■  "" 


' 


■ 


r  J  rv  wnMH 

. 


' 

- 


-  | 


. 


14 


fitted  to  the  taper  on  the  after  end  of  the  shaft,  and  will 
be  finished  on  the  after  end  by  a  conical  composition  cap 
forming  part  of  the  securing  nut.  The  screw  will  be 
four-bladed,  35  inches  in  diameter,  with  a  pitch  of  36^ 
inches,  and  helicoidal  area  of  3.6  square  feet.  The  blades 
will  have  all  roughness  removed  and  will  be  as  smoothly 
finished,  as  possible.  A  rolled  zinc  protecting  ring,  ^4 
inch  thick  by  6  inches  diameter,  will  be  secured  to  the 
stern  post  by  tap  bolts  forward  of  the  hub. 

24.  THRUST  BEARING. 

The  thrust  bearing  will  consist  of  a  casting  bolted  to 
a  soleplate  which  will  be  firmly  secured  to  the  boat. 
There  will  be  six  rings  for  taking  the  ahead  and  back¬ 
ing  thrust.  They  will  be  so  fitted  as  to  bear  equally  on 
the  collars  of  the  shaft.  The  lower  part  of  the  casting 
between  the  rings  and  soleplate  will  be  cored  out  to  form 
an  oil  pocket  in  which  the  collars  will  run.  Small  holes 
will  be  drilled  and  plugged,  so  that  this  passage  may  be 
washed  out  without  lifting  the  shaft.  The  oil  box  will 
be  cast  with  the  cap,  and  an  oil  tube  will  be  provided  for 
each  collar.  The  collars  will  likewise  be  grooved  for  oil. 
The  whole  will  be  covered  by  a  light  brass  cap. 

There  will  be  lugs  cast  on  the  soleplate  with  bolts  or 
wedges  forward  and  abaft  the  thrust  block,  for  adjust¬ 
ing  it,  and  the  block  will  be  bolted  to  the  soleplate  by 
bolts  on  each  side  passing  through  oval  holes  in  the  block. 

25.  JOURNAL  BOXES. 

All  journals  or  moving  parts  of  iron  or  steel  will  run, 
unless  otherwise  specified,  in  composition  boxes.  These 
boxes  will  be  lined  with  approved  antifriction  metal 
where  directed,  fitted  in  dovetailed  recesses  and  ham¬ 
mered  in  place.  All  adjustable  bearings  will  be  provided 
with  channel-brass  chipping  pieces,  securely  held  in  place 
and  easily  removable. 

26.  MANDRELS  FOR  WHITE-METAL  BEARINGS. 

A  hollow  cast-iron  mandrel  will  be  furnished  for  form¬ 
ing  the  white-metal  lining  of  the  crank  pin  and  crank¬ 
shaft  bearings  ;  also  a  hollow  cast-iron  mandrel  for  form- 


■ 


/ 


- 

1 

15 


in g  the  white-metal  bearings  in  the  stern  tube.  These 
mandrels  will  be  smoothly  and  accurately  turned  to  the 
size  of  the  journals,  and  packed  so  as  to  be  protected. 

27.  STUFFING  BOXES. 

All  auxiliary  stuffing  boxes  will  be  fitted  as  specified 
for  the  main  engine  so  far  as  practicable,  using  metallic 
packing  in  all  cases.  Approved  means  of  adjustment 
while  engines  are  in  operation  will  likewise  be  provided. 

A  composition  stuffing  box  and  gland,  made  in  halves 
and  packed  with  hemp,  will  be  placed  around  the  shaft 
in  the  bulkhead  abaft  the  engine  room. 

28.  ENGINE  THROTTLE  AND  STOP  VALVE. 

There  will  be  a  throttle  valve,  designed  to  give  the  full 
opening  of  the  steam  pipe,  bolted  to  the  high-pressure 
cylinder  casing  and  worked  by  a  lever  within  easy  reach 
from  the  reversing  lever.  It  will  have  an  index  to  show 
the  position  of  the  valve  and  a  clamp  to  hold  it  in  any 
position.  A  1 24 -inch  stop  valve,  steam  tight  for  all  pres¬ 
sures,  will  be  placed  next  the  throttle  valve.  It  will  be 
worked  by  a  wheel  or  lever. 

29.  MAIN  EXHAUST  PIPES. 

Two  2%-inch  copper  pipes  of  No.  13,  B.  W.  G.,  will  lead 
from  the  first  intermediate-pressure  to  the  second  inter¬ 
mediate-pressure  cylinder;  two  3-inch  copper  pipes  of  No. 

15,  B.  W.  G.,  from  the  second  intermediate-pressure  to  the 
low-pressure  cylinder  ;  and  one  5-inch  copper  pipe  of  No. 

16,  B.  W.  G.,  from  the  low-pressure  cylinder  to  the  con¬ 
denser.  The  exhaust  passage  from  the  high-pressure  to 
the  first  intermediate-pressure  cylinder  will  be  cast  in 
the  casing. 

30.  LUBRICATION. 

All  working  parts  of  the  machinery  will  be  fitted  with 
approved  lubricators,  each  with  sufficient  capacity  to  run 
a  reasonable  length  of  time;  each  lubricator  to  be  fitted 
with  a  tube  leading  to  wipers  on  the  moving  parts,  or 
tubes  in  the  bearings  and  guides. 

Unions  will  be  fitted  where  necessary,  so  that  the  oil 
pipes  may  be  quickly  taken  down  and  cleaned.  Each 


. 


.  ' 

. 

. 

' 


16 


main  crank  pin  will  be  oiled  by  pipes  and  cups  carried 
on  the  crossheads,  taking  oil  from  sight  feed  cups  over¬ 
head,  the  oil  to  be  carried  to  the  crank  pins  through  the 
hollow  connecting  rod.  These  pipes  will  have  union 
joints  where  connected  to  oil  cups. 

Each  main  crosshead  journal  will  take  oil  from  an 
overhead  wick  cup. 

Each  crosshead  guide  will  be  oiled  by  pipes  leading  to 
about  the  middle  of  each  forward  and  each  backing  face. 

Each  eccentric  will  have  an  oil  cup  so  arranged  that 
the  eccentric  will  be  oiled  in  all  positions. 

So  far  as  possible,  all  the  oil  for  the  moving  parts  of  the 
main  engine,  except  the  main  bearings,  will  be  supplied 
from  one  oil  box  on  the  side  of  the  cylinder,  with  sepa¬ 
rate  valve  or  cock,  sight  feed  and  pipe,  for  each  part  to 
be  oiled.  All  working  parts  for  which  oil  cups  are  not 
specified  or  shown  in  the  drawings  will  have  oiling  gear 
of  approved  design,  such  that  they  can  be  oiled  without 
slowing.  The  auxiliary  engines  will  be  oiled  in  an  ap¬ 
proved  manner.  For  oiling  the  cylinders  oil  cups  will 
be  provided  in  the  main  steam  pipe  and  on  the  low-pres¬ 
sure  steam  chest,  of  such  a  pattern  that  the  oil  can  be 
forced  in  against  the  steam  pressure.  All  oil  cups  will 
have  removable  covers  with  stops  to  prevent  their  com¬ 
ing  off  when  the  engine  is  running.  All  oil  cups  and 
their  fittings  will  be  of  finished  cast  brass,  sheet  brass,  or 
copper,  as  may  be  directed. 

31.  OIL  DRIPS. 

All  fixed  bearings  will  have  drip  cups  cast  on  where 
possible,  otherwise  they  will  be  of  sheet  brass  properly 
applied.  All  moving  parts  will  have  drip  cups  or  pans 
attached  to  the  engine  frames,  or  where  directed.  They 
will  be  substantially  made  of  sheet  brass  or  copper.  All 
drip  cups  or  pans  will  have  drainpipes  and  cocks  at  least 
y2  inch  in  diameter,  which  can  be  used  while  the  engine 
is  in  operation. 

32.  CONDENSER. 

The  condenser  will  be  cylindrical,  of  copper,  No.  1 6,  B. 
W.  G.,  about  14^4  inches  external  diameter  and  4  feet  3 


s 

. 


• 

' 

. 

' 


17 


inches  long  between  tube  sheets.  The  tube  sheets  will 
be  made  of  composition  inch  thick  with  smoothly  fin¬ 
ished  holes  for  the  tubes,  tapped  and  fitted  with  screw 
glands  for  packing  the  tubes.  The  glands  will  be  turned 
in  at  the  outer  ends,  to  prevent  the  tubes  from  crawling, 
and  will  be  slotted  to  admit  a  tool  for  screwing  up.  Cot¬ 
ton-tape  packing  will  be  used. 

There  will  be  167  seamless  drawn-brass  tubes  in  the 
condenser,  $/%  inch  outside  diameter,  No.  20,  B.  W.  G.,  in 
thickness.  They  will  be  4  feet  4^  inches  in  length  over 
all,  and  will  be  spaced  yf  inch  between  centers.  The  cool¬ 
ing  surface  will  be  about  116  square  feet,  measured  on  the 
outside  of  the  tubes.  The  longitudinal  seams  will  be 
brazed  and  the  tube  sheets  will  be  secured  to  the  flanges  by 
rolled  manganese  or  Tobin  bronze  bolts,  which  will  also 
serve  for  holding  on  the  circulation  water  bonnets.  Four 
of  these  bolts  will  be  collar  bolts  to  hold  the  tube  sheets 
in  place  when  the  water  chests  are  removed.  The  water 
chests  at  the  ends  of  the  condenser  will  be  of  composi¬ 
tion,  as  shown. 

There  will  be  the  following  openings  in  the  condenser, 
with  properly  faced  flanges:  One  for  the  exhaust  pipe,  5 
inches  in  diameter;  one  for  the  exhaust  from  the  auxil¬ 
iaries;  one  for  the  air-pump  suction,  1^  inches  in  diam¬ 
eter.  The  shell  will  be  stiffened  by  a  composition  angle 
1  x  1  x  inch,  placed  in  such  a  position  over  the  framing 
of  the  boat  as  to  afford  ready  means  of  support  for  the 
condenser.  The  flanges  at  the  ends  will  also  be  made  use 
of  for  supporting  the  condenser,  plates  being  run  up  from 
the  framing  for  that  purpose. 

33.  AIR  PUMPS. 

There  will  be  two  double-acting  horizontal  air  pumps 
worked  from  eccentrics  on  the  forward  end  of  the  main 
shaft.  Each  cylinder  will  be  2^  inches  in  diameter,  and 
the  stroke  of  piston  will  be  3  inches.  Both  cylinders  and 
casings  will  be  made  in  one  casting,  as  shown.  The  suc¬ 
tion  nozzle  will  be  on  the  inboard  end  of  the  casing  above 
the  cylinders,  and  will  open  into  a  suction  chamber  formed 
around  the  cylinder,  as  shown.  In  the  center  of  the  cyl- 


Y> 

v 


' 


. 


. 


< 


. 


18 


inders  there  will  be  a  port  inch  wide,  extending  en¬ 
tirely  around  the  cylinder,  connecting  it  directly  with  the 
suction  chamber.  The  thickness  of  the  piston  will  be  such 
that  it  will  just  give  a  full  port  opening  at  each  stroke. 
There  will  be  no  suction  valves,  the  piston  itself  taking 
their  place.  The  piston  will  be  made  hollow  and  filled 
with  some  approved  water-excluding  material.  It  will 
be  fitted  with  grooves  for  water  packing.  Its  ends  will 
be  flat.  The  cylinders  will  be  made  of  such  a  length  that 
the  piston  will  come  about  flush  with  the  end  of  the  cylin¬ 
der  at  each  stroke. 

There  will  be  a  delivery  valve  for  each  end  of  each 
cylinder.  They  will  be  made  flat  on  the  face,  and  not 
more  than  inch  clearance  will  be  allowed  between 
them  and  the  end  of  piston  when  at  the  end  of  its  stroke. 
The  inboard  valve  will  be  guided  on  the  piston  rod  while 
the  outboard  will  be  guided  by  a  pin  cast  on  the  cylinder 
bonnet,  as  shown.  The  guide  stem  on  the  valve  will  be 
at  least  i  inch  long.  Both  valves  will  be  kept  on  their 
seats  by  conical  springs  of  phosphor-bronze  or  other 
approved  material.  They  will  be  set  to  produce  a  pressure 
upon  each  valve  of  about  5  pounds.  The  valves  will  be 
made  of  phosphor-bronze  or  equivalent  metal.  Ample 
passageways  will  lead  from  the  delivery  valves  into  the 
delivery  chamber  above. 

The  delivery  chamber  will  also  form  an  ample  air 
chamber. 

The  delivery  pipe  will  be  so  located  that  water  will 
always  remain  over  the  valves,  and  that  sufficient  air  will 
remain  in  the  upper  part  of  the  discharge  chamber  to  act 
as  an  efficient  air  chamber.  There  will  be  one  bonnet  for 
each  end  of  the  cylinders. 

The  guides  will  be  cast  on  the  forward  bonnet.  The 
crosshead  will  be  made  of  steel;  it  will  be  bored  for  the 
piston  rod.  The  piston  rod  will  be  screwed  into  the  cross¬ 
head  and  held  by  jamb  nuts  in  such  a  way  as  to  allow  for 
adjusting  the  position  of  the  piston  as  desired.  Piston-rod 
stuffing  boxes  will  also  be  placed  in  the  inboard  bonnet. 
The  eccentric  straps  will  be  of  composition  lined  with 
white  metal  similar  to  those  belonging  to  the  valve  gear. 


‘ 

. 


. 

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19 


The  eccentrics  will  be  of  cast  iron,  having  a  throw  of  i]/2 
inches  and  a  diameter  of  7  inches;  they  will  have  a  wear¬ 
ing  face  1  inch  broad. 

Each  connecting  rod  will  consist  of  two  pieces  secured 
to  the  eccentric  strap  by  two  body-bound  bolts. 

The  pump  will  be  secured  to  the  frames  of  the  boat  in 
an  approved  manner.  All  parts  of  the  pump  not  other¬ 
wise  specified  will  be  of  composition. 

The  auxiliary  feed  pump  in  the  engine  room  will  have 
a  suction  pipe  and  straightway  valve  connected  with  the 
branch  to  the  air-pump  suction,  so  that  fresh  water  may 
be  pumped  out  of  the  condenser  into  the  boiler  or  tank 
when  the  main  engine  is  standing  still. 

34.  CIRCULATING  PUMP. 

There  will  be  a  centrifugal  pump  discharging  all  around 
the  periphery  and  face  of  the  runner  directly  into  the 
water  chamber  of  the  condenser,  to  which  the  pump  casing 
will  be  bolted.  The  suction  of  the  pump  will  be  2^4 
inches  in  diameter,  with  a  scoop  fitted  on  the  outside  of 
the  vessel,  covered  with  a  strainer  having  a  combined  area 
through  the  holes  equal  to  twice  the  section  of  the  injec¬ 
tion  pipe. 

The  outboard  delivery  pipe  from  the  condenser  will 
likewise  be  fitted  with  a  scoop.  There  will  also  be  a 
2^4-inch  suction  pipe  from  the  bilge  fitted  with  a  screw 
check  valve.  The  injection  pipe  will  have  a  butterfly 
valve  for  shutting  off  the  inlet  from  the  sea. 

The  runner  of  the  pump  will  be  of  composition,  7 
inches  in  diameter,  of  conical  shape,  having  eight  wings 
cast  on  the  disk,  as  shown;  it  must  be  perfectly  smooth 
and  true.  The  casing  will  be  of  composition  ^  inch 
thick,  with  a  bearing  cast  in  it  which  will  be  lined  with 
white  metal,  and  be  fitted  with  a  stuffing  box  around  the 
shaft.  The  shaft  will  be  of  24 -inch  steel,  covered  with 
a  brass  sleeve  sweated  and  pinned  on.  The  runner  will 
be  secured  to  the  shaft  in  such  a  way  that  no  part  of  the 
steel  shaft  will  be  exposed  to  the  action  of  salt  water. 


-  - 


. 


;  . 

. 

'  > 


20 


35.  CIRCULATING-PUMP  ENGINE. 

It  will  be  of  the  vertical  single-cylinder  type,  as  shown, 
2  inches  in  diameter  by  i ^4-inch  stroke,  fitted  with  a 
slide  valve.  The  main  shaft  will  be  of  forged  steel,  with 
a  thrust  bearing,  as  shown,  to  run  in  Babbitt  metal.  The 
whole  will  be  firmly  secured  to  a  bracket  cast  on  the 
runner  casing.  The  details  of  the  engine  will  be  of  ap¬ 
proved  design. 

36.  EEED  TANKS. 

Two  fresh-water  feed  tanks  will  be  supplied,  each 
holding  about  35  gallons.  One  placed  on  the  starboard 
side  of  the  engine  room  will  be  made  narrow  enough  to 
leave  flooring  about  16  inches  broad  along  the  engine, 
its  approximate  dimensions  being  5  inches  by  27  inches 
by  60  inches.  The  second  tank  will  be  placed  against  the 
after  bulkhead  in  the  fire  room,  having  dimensions  about 
15  inches  by  inches  by  65^4  inches. 

They  will  both  be  made  of  galvanized  iron,  No.  16 
B.  W.  G.,  stayed  and  provided  with  screw  hand-holes  for 
cleaning.  The  tank  in  the  fire  room  will  serve  as  an 
overflow  from  the  hot  well,  and  will  be  provided  with  a 
1 -inch  vapor  pipe  running  into  the  forced-draft  venti¬ 
lator  overhead.  A  suction  pipe  will  lead  from  both 
tanks  to  the  main  and  auxiliary  feed  pumps,  with  a 
straightway  valve  in  each  branch. 

37.  SEA  AND  BILGE  CONNECTIONS. 

A  1 -inch  connection,  with  straightway  valves,  will  be 
made  with  the  main  injection,  for  putting  water  on  the 
brasses  in  case  of  heating.  A  section  of  i-inch  hose,  of 
sufficient  length  to  reach  all  parts  of  the  engine  and 
thrust  bearing,  will  be  connected  to  the  above. 

A  1 -inch  sea  suction  will  be  provided  with  the  auxiliary 
feed  pump  in  the  engine  room.  It  will  be  controlled  by 
a  valve  which  will  not  allow  seawater  to  enter  the  bilge 
or  the  feed  tanks. 

Both  feed  pumps  will  have  suction  pipes,  of  the  full 
size  of  their  suction  nozzles,  to  the  bilge  in  their  re¬ 
spective  compartments. 

270—4 


• 

1 

/ 

' 

21 


There  will  be  a  steam  ejector  in  the  fire  room  con¬ 
nected  directly  with  the  bilge.  It  will  lead  through  the 
side  of  the  boat  at  the  water  line,  and  will  be  provided 
with  a  straightway  valve  in  the  delivery  pipe.  It  will 
have  a  capacity  of  about  7  tons  an  hour. 

38.  SECURING  ENGINE  IN  VESSEL. 

The  engines  will  be  adjusted  and  aligned  upon  the 
engine  keelsons.  The  holding-down  bolts  will  be  firmly 
set  up  with  nuts  and  locked  nuts.  All  shafting  must  be 
accurately  in  line  with  the  vessel  at  load  draft  and 
ordinary  stowage. 

39.  ENGINE  ROOM  GONG. 

A  signaling  gong  will  be  placed  in  the  engine  room, 
with  bell  pull  in  the  pilot  house.  All  connections  must 
be  made  to  minimize  the  chance  of  derangement. 

40.  ENGINE  INDICATORS. 

Means  will  be  provided  for  taking  indicator  cards  from 
the  main  engine.  The  indicator  pipes  must  not  be  less 
than  ^2  inch  in  diameter,  and  must  be  fitted  without 
short  bends.  The  indicator  motion  must  be  coincident 
with  the  motion  of  the  piston,  and  all  parts  must  be 
secured  in  such  a  manner  as  to  stand  without  derange¬ 
ment  about  675  revolutions  per  minute.  Each  indicator 
string  must  have  a  direct  lead  to  the  barrel. 

41.  COMMUNICATION  WITH  ENGINE  ROOM. 

A  speaking  tube  will  connect  the  engine  room  and 
pilot  house  if  required.  It  will  be  made  of  copper,  ^ 
inch  diameter,  and  not  less  than  No.  20,  B.  W.  G.  Each 
end  will  be  flared  out  into  a  trumpet  mouth  without 
annunciator.  A  glass  door,  about  8  inches  in  diameter, 
will  be  provided  in  the  bulkhead  between  the  engine 
room  and  fire  room.  It  will  be  hinged,  with  an  air-tight 
rubber  joint  around  the  edge,  and  placed  in  such  a  posi¬ 
tion  as  to  afford  read}^  means  of  communication  between 
the  engine  and  fire  rooms. 


- 


» 


. 

•  > 


* 


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22 


42.  BOILER. 

The  boiler  will  be  of  the  sectional-coil  or  tubulous 
type,  of  such  design  as  may  be  approved  by  the  Bureau 
of  Steam  Engineering,  and  of  sufficient  size  to  develop 
155  indicated  horse  power  under  forced  draft.  Efficient 
means  must  be  provided  for  getting  at  all  parts  of  the 
boiler  which  require  attention  for  examination,  cleaning, 
or  repairs.  The  manhole  plates  will  be  of  cast  or  forged 
steel,  in  dished  form,  with  a  convenient  handle  for 
removing. 

The  boiler  will  be  designed  for  a  working  pressure  of 
250  pounds  per  square  inch,  and  will  have  not  less  than 
9%  square  feet  of  grate  surface,  and  372  square  feet  of 
heating  surface.  The  calorimeter  through  the  tubes 
will  not  be  less  than  .18  of  the  grate  surface,  and  the 
calorimeter  of  the  uptake  about  \  of  the  grate. 

43.  BOILER  MATERIAL. 

All  plates  and  rivets  used  in  the  construction  of  the 
boiler  will  be  open-hearth  steel,  subject  to  the  test  and 
inspection  required  by  the  steel-inspection  circular  for 
armored  cruiser  No.  3. 

The  tubes  will  be  of  iron  or  steel,  lap-welded  or  drawn, 
and  equal  to  the  best  in  the  market.  They  will  be  sub¬ 
ject  to  the  approval  of  the  Bureau  of  Steam  Engineer¬ 
ing. 

44.  RIVETED  JOINTS. 

All  rivet  holes  in  plates  wTill  be  drilled  in  place  after 
bending  or  shaping. 

The  rivets  will  be  driven  by  hydraulic  power  wherever 
possible.  In  parts  where  they  are  driven  by  hand,  the 
holes  will  be  coned,  and  conical  rivets  used.  All  seams 
in  the  drums  may  be  welded. 

45.  GRATE  BARS  AND  BEARERS. 

The  grate  bars  will  be  of  wrought  iron  of  approved 
pattern.  They  will  be  so  fitted  as  to  be  readily  removed 
and  replaced  without  hauling  fires.  The  ash  pan  will 
have  ample  depth  to  prevent  the  grate  bars  burning  out 


: 


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23 


under  forced  draft,  or  will  be  fitted  with  pans  containing 
water. 

The  bearers  will  be  made  of  wrought  iron,  supported 
by  wrought-iron  lugs. 

46.  FURNACE  FRONTS  AND  DOORS. 

The  furnace  fronts  and  doors  will  be  of  approved  pat¬ 
tern,  well  protected  from  the  heat  of  the  fire. 

47.  UFTAKES. 

The  uptakes  will  be  made  of  wrought  iron,  stiffened 
with  angle  irons,  and  secured  in  an  approved  manner, 
according  to  the  type  of  boiler  adopted.  There  will  be 
two  thicknesses  of  iron,  with  a  space  of  at  least  i  inch 
between  them  filled  with  incombustible  nonconducting 
material.  Uptake  doors  will  be  fitted  wherever  neces¬ 
sary  to  clean  the  tubes  or  passageways  of  soot  or  ashes. 
They  will  be  made  with  double  shells  of  the  same  thick¬ 
ness  as  the  uptake,  and  the  space  between  the  two  thick¬ 
nesses  fitted  with  the  same  nonconducting  materials. 
Each  door  will  have  an  eye  near  the  outer  end,  for  han¬ 
dling. 

48.  SMOKE  PIPE. 

There  will  be  one  smoke  pipe,  extending  about  12  feet 
2  inches  above  the  grate.  Its  diameter  will  be  15  inches 
inside,  and  the  pipe  will  be  double,  with  an  air  space  of 
about  i}i  inches  between  the  two  thicknesses,  from  the 
junction  with  the  uptake  to  the  top. 

The  lower  part  of  the  pipes  will  be  shaped  to  connect 
with  the  uptakes,  and  will  be  built  of  No.  12,  B.  W.  G., 
iron  or  steel;  the  upper  part  will  be  of  No.  14,  B.  W.  G., 
and  the  outside  casing  of  No.  16,  B.  W.  G.,  iron  or  steel. 
The  two  thicknesses  will  be  stayed  together,  and  the 
pipes  will  be  stayed  in  place  with  approved  guys  and 
turn-buckles.  They  will  also  be  readily  removable  when 
hoisting  and  stowing  the  boat.  All  joints  on  the  outside 
casing  will  be  butted  and  strapped  with  flush  rivets  on 
the  outside,  and  the  top  will  be  finished  with  half-round 
iron  or  brass. 


...  /*(•-.  f>  •  .  f 

1 

» 

' 


' 

' 

■ 

•  ■ 


24 


The  annular  air  space  will  be  open  at  the  top  and  bot¬ 
tom  for  a  current  of  air. 

The  boiler  will  rest  in  saddles,  or  be  secured  in  an  ap¬ 
proved  manner. 

49.  BOILER  ATTACHMENTS. 

The  boiler  will  have  the  following  attachments: 

One  dry  pipe. 

One  steam  distribution  casting. 

One  main  stop  valve. 

One  auxiliary  stop  valve. 

One  main  feed  check  valve. 

One  auxiliary  feed  check  valve. 

One  bottom  blow  valve. 

One  surface  blow  valve. 

One  safety  valve. 

One  steam  gauge. 

One  glass  water  gauge  of  automatic  closing  type. 

Four  gauge  cocks. 

One  or  two  drain  cocks,  according  to  the  type  of  boiler. 

All  external  fittings  will  be  of  compostion  unless 
otherwise  directed. 

They  will  be  flanged  and  through-bolted,  or  attached 
in  other  approved  manner.  The  stems  of  all  valves 
attached  to  the  boilers  will  have  outside  screw  threads. 
The  internal  pipe  will  be  of  brass,  No.  14,  B.  W.  G.,  sup¬ 
ported  in  such  a  manner  as  to  touch  the  plates  inside, 
only  where  they  connect  with  the  outside  fittings. 

50.  DRY  PIPE. 

If  required  by  the  Bureau  of  Steam  Engineering,  there 
will  be,  in  the  highest  part  of  steam  space  of  the  boiler,  a 
brass  dry  pipe  of  ifa  inches  inside  diameter,  and  No.  14, 
B.  W.  G.,  extending  nearly  the  length  of  the  boiler.  It 
will  be  perforated  on  the  upper  side  with  longitudinal 
slits,  or  small  holes  with  an  aggregate  area  of  seven 
eighths  the  area  of  the  stop  valve  ;  and  a  small  drain  hole 
will  be  drilled  at  the  bottom  near  each  end.  The  inner 
end  will  be  closed  and  the  outer  end  secured  to  the  spigot 
of  the  distribution  casting  by  four  bolts. 


' 


. 


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•  • 

: 


* 


■ 


25 


51.  STOP  VALVES  AND  DISTRIBUTION  CASTING. 

A  composition  casting  with  a  i  ^4-inch  branch  for 
the  dry  pipe,  a  i^-inch  branch  for  the  main  stop  valve, 
a  i  % -inch  branch  for  the  safety  valve,  and  a  24-inch 
branch  for  the  auxiliary  stop  valve,  will  be  bolted  to  the 
steam  drum.  A  spigot  will  extend  beyond  the  flange 
through  the  boiler  head  far  enough  to  secure  the  dry 
pipe. 

A  steam  stop  valve  i ]/%  inches  diameter  for  the  main 
steam  pipe,  and  a  24-inch  stop  valve  for  the  main  feed 
pump,  will  be  bolted  to  the  casting. 

52.  FEED  CHECK  VALVES. 

The  main  and  auxiliary  check  valves  will  be  of  diam¬ 
eter  sufficient  to  supply  the  boiler.  They  will  be  secured 
to  the  fire-room  end  of  the  boiler,  but  entirely  separate 
from  each  other.  The  valve  cases  will  be  so  made  that 
the  bottom  of  the  outlet  nozzle  will  be  24  inch  above  the 
valve  seat.  The  valves  will  be  assisted  in  closing  by 
phosphor-bronze  springs. 

53.  BOTTOM  AND  SURFACE  BLOW  VALVES. 

There  will  be  a  24 -inch  bottom  blow  valve  with  an  in¬ 
ternal  pipe  leading  to  the  lowest  part  of  the  boiler,  and 
a  24 -inch  surface  blow  valve  with  an  internal  pipe  lead¬ 
ing  to  a  scum  pan  near  the  surface  of  the  water.  Both 
valves  will  be  located  within  easy  reach  of  the  fire  room. 

54.  SAFETY  VALVE. 

The  boiler  will  have  one  spring  safety  valve  of  i% 
inches  diameter,  secured  to  the  nozzle  on  the  distribu¬ 
tion  casting.  The  valve  will  have  a  projecting  lip  and 
an  adjustable  ring  for  increasing  the  pressure  on  it  when 
lifted,  and  for  adjusting  its  closing  pressure.  It  will  be 
adjustable  to  forty  pounds  above  the  working  pressure, 
and  provided  with  a  separate  steel  testing  clamp  for  hold¬ 
ing  the  valve  on  its  seat  for  hydrostatic  test  of  the  boiler 
without  changing  the  adjustment  of  the  spring ;  also,  a 
lock  will  be  provided  to  prevent  tampering  with  the 
spring  or  valve.  The  spring  will  be  square  in  section,  of 


' 


. 


26 


first  quality  of  tool  steel,  and  will  be  nickel  plated.  It 
will  have  spherical  bearings  at  the  ends,  and  will  be  long 
enough  to  allow  the  valve  to  lift  one  eighth  of  its  diam¬ 
eter  when  loaded  to  250  pounds  pressure  per  square  inch. 
The  valve  stem  will  fit  loosely  in  the  valve  to  bottom 
below  the  level  of  the  seat,  and  be  so  secured  that  the 
valve  may  be  turned  by  a  wrench  or  cross-bar  on  top’of 
the  stem.  The  spring  will  be  inclosed  in  a  case  such  that 
steam  can  not  come  in  contact  with  it.  The  valve  will  be 
guided  by  wings  below  and  in  an  approved  manner  above. 
Mechanism  for  lifting  the  valve  by  hand  will  be  provided. 
The  casing,  valves,  and  spindle  will  be  of  composition, 
and  the  seat  will  be  a  solid  nickel  casting  screwed  into 
the  top  of  the  composition  base.  A  connection  will  be 
made  with  the  escape  pipe  from  the  side  of  the  casing. 
Suitable  gear  will  be  fitted  for  working  the  safety  valve 
from  deck. 

55.  STEAM  GAUGE. 

There  will  be  one  steam  gauge  on  the  boiler,  equal  to 
Lane’s  improved,  with  seamless  tubes,  and  6-inch  dial 
graduated  to  350  pounds.  It  will  have  an  independent 
connection  with  the  boiler,  and  will  be  located  where 
visible  from  the  engine  room. 

56.  BOILER  WATER  GAUGES. 

The  boiler  will  have  one  glass  gauge  of  approved  auto¬ 
matic  closing  pattern.  The  gauge  will  be  placed  near 
the  fire  room,  where  it  will  be  plainly  visible  from  the 
engine  room,  and  the  pipe  connections  with  the  boiler 
will  be  at  at  least  %-inch.  The  shut-off  and  blow-out 
cocks  will  be  packed  cocks,  and  the  glass  will  be  about  10 
inches  in  exposed  length,  with  the  lowest  exposed  part 
1  inch  above  the  highest  heating  surface. 

There  will  be  four  packed  gauge  cocks,  with  independ¬ 
ent  attachments  to  the  boiler  if  possible.  They  will  be 
spaced  as  directed.  The  blow-out  and  gauge  cocks  will 
have  a  drip  pan  and  drainpipe  to  the  bilge. 

57.  BOILER  DRAIN  COCKS. 

The  boiler  will  have  packed  drain  cocks  enough  to 
drain  all  parts.  They  will  be  at  least  %  inch  in  diameter. 


58.  MAIN  AND  AUXILIARY  FEED  PUMPS. 

There  will  be  one  main  feed  pump  in  the  fire  room, 
and  one  auxiliary  feed  pump  in  the  engine  room,  both 
vertical,  of  approved  pattern.  The  main  feed  pump  will 
have  a  steam  cylinder  4  inches  in  diameter,  water  cylinder 
2^  inches  in  diameter,  and  a  stroke  of  4  inches  It  will  be 
connected  to  draw  from  either  feed  tank  or  from  the  bilge, 
and  to  deliver  into  the  boiler  or  overboard.  The  auxil¬ 
iary  pump  will  have  a  steam  cylinder  4  inches  in  diameter, 
water  cylinder  2^  inches  in  diameter,  and  a  stroke  of  4 
inches.  It  will  be  connected  to  draw  from  either  feed 
tank,  the  condenser  channel  way,  the  bilge,  or  the  sea, 
and  to  deliver  into  the  boiler,  overboard,  or  to  the  ash 
hose.  The  main  pump  will  take  steam  direct  from  the 
boiler,  and  the  auxiliary  pump  direct  from  the  main 
steam  pipe.  Both  will  exhaust  into  the  auxiliary  exhaust 
pipe.  A  straightway  valve  will  be  placed  near  the  pump 
in  every  suction  and  delivery  pipe. 

The  pump  cylinders,  together  with  their  valve  boxes 
and  fittings,  will  be  made  of  composition,  unless  other¬ 
wise  specified.  The  pistons  must  be  packed,  and  all  parts 
of  cylinders  and  valves  easily  accessible  for  overhauling, 
without  disturbing  the  piping. 

59.  FIRE-ROOM  BLOWER  AND  ENGINE. 

There  will  be  one  blower  of  approved  pattern  in  the 
fire  room,  located  on  the  bulkhead.  It  must  be  capable 
of  supplying  to  the  fires  continuously  sufficient  air  to 
maintain  a  combustion  of  about  560  pounds  of  coal  per 
hour.  It  will  take  air  from  a  ventilator,  and  deliver  into 
an  air-tight  fire  room.  All  bearings  must  be  accessible 
for  oiling  while  the  blower  is  in  motion,  and  well  pro¬ 
tected  from  the  dust.  The  blower  engine  will  be  located 
on  the  bulkhead  between  the  engine  and  fire  rooms,  and 
the  shaft  will  pass  through  a  composition  bushing  in  the 
bulkhead.  The  cylinder  will  be  similar  to  that  for  the 
circulating  pump,  and  of  the  same  dimensions. 

60.  AIR-PRESSURE  GAUGE. 

A  glass  U,  with  branches  about  6  inches  long,  will  be 
secured  to  the  engine-room  bulkhead,  with  one  branch 


. 


.  l‘jd 


, 

'i*  ■ 

. 


,  • 


28 


connected  with  the  fire  room.  It  will  have  about  3  inches 
of  water  in  each  branch,  with  a  scale  graduated  to  inches 
and  tenths  behind  it  to  show  the  air  pressure  in  the  fire 
room. 

61.  ASH  SPRINKLER. 

A  ^-inch  valve  for  wetting  down  ashes  will  be  fitted 
in  the  fire  room  where  directed.  It  will  be  connected 
with  the  delivery  pipe  of  the  auxiliary  feed  pump,  and 
will  be  fitted  with  about  eight  feet  of  hose  and  the  neces¬ 
sary  coupling  and  nozzle. 

62.  STEAM  TUBE  CLEANER. 

A  steam  tube  cleaner  of  approved  design  will  be  fitted. 
Steam  will  be  taken  from  the  branch  to  the  main  feed 
pump,  and  a  sufficient  length  of  steam  hose  to  reach  all 
the  tubes  will  be  provided. 

63.  MAIN  STEAM  PIPE. 

A  seamless  drawn-copper  pipe  of  No.  n,  B.  W.  G.,  and 
1J/8  inches  inside  diameter,  will  connect  the  stop  valve  on 
the  boiler  with  the  stop  valve  of  the  engine.  It  will  be 
led  as  shown  on  the  drawing,  and  will  have  branches 
to  the  blower  engine,  auxiliary  feed  pump,  and  circula¬ 
ting  pump.  The  flanges  will  be  of  standard  dimensions, 
of  brass,  and  will  be  brazed  to  the  pipe. 

64.  AUXILIARY  STEAM  PIPES. 

Branch  pipes  will  lead  from  the  main  steam  pipe  as 
follows  :  ^-inch  diameter  to  the  blower  engine  ;  }4-inch 
diameter  to  the  circulating  engine  ;  ^4-inch  diameter  to 
the  auxiliary  feed  pump  ;  ^4-inch  diameter  to  the  main 
exhaust  pipe  for  use  as  a  bleeder  ;  ^-inch  diameter  to 
the  second  intermediate-pressure  receiver,  to  be  fitted 
with  a  valve  to  reduce  pressure  to  80  pounds. 

A  ^4-inch  steam  pipe  will  lead  direct  from  the  boiler 
to  the  main  feed  pump. 

A  ^4-inch  steam  pipe  will  lead  from  steam  drum  to  the 
whistle. 

All  the  above  pipes  will  be  of  drawn  copper,  and  the 
joints  will  be  made  with  flanges,  brazed  on. 

270—5 


29 


A  stop  valve  will  be  placed  in  each  end  of  all  the  above 
pipes,  except  that  one  leading  to  the  condenser.  The 
diameters  are  measured  on  the  inside. 

65.  AUXILIARY  EXHAUST  PIPES. 

A  i -inch  exhaust  pipe  will  lead  to  the  condenser  and  to' 
the  escape  pipe,  with  branches  as  follows :  ^4 -inch  to  the 
blower  engine;  ^4-inch  to  the  circulating  engine;  ^4-inch 
to  the  auxiliary  feed  pump  ;  }4-inch  to  the  main  feed 
pump. 

All  of  these  pipes  will  be  of  drawn  copper,  and  the 
joints  will  be  made  with  flanges,  brazed  on.  A  straight¬ 
way  exhaust  valve  will  be  placed  near  each  engine,  and 
a  i-inch  straightway  valve  near  the  condenser,  and  also  at 
the  junction  with  the  escape  pipe. 

66.  ESCAPE  PIPE. 

There  will  be  a  brass  escape  pipe,  inches  inside 
diameter,  abaft  the  smoke  pipe,  finished  and  secured  in 
an  approved  manner.  It  will  lead  from  the  safety  valve 
to  the  upper  end  of  the  smoke  pipe,  and  that  part  above 
the  deck  will  be  easily  removable. 

67.  FEED  PIPES. 

A  seamless  drawn-copper  pipe,  of  the  full  size  of  the 
pump  discharge,  will  lead  from  the  main  and  auxiliary 
feed  pumps,  to  the  main  and  auxiliary  feed  check  valves, 
respectively.  Near  each  check  valve  there  will  be  a 
straightway  valve  with  handwheel,  in  a  convenient  posi¬ 
tion  for  regulating  the  feed. 

All  parts  of  the  pipe  will  be  above  the  floors  in  plain 
view,  and  all  joints  will  be  made  by  screwed  flanges. 

68.  SUCTION  AND  DISCHARGE  PIPES. 

The  pumps  will  have  such  suction  and  discharge  con¬ 
nections  as  are  required  for  the  duty  assigned  to  them. 
In  all  cases  the  pipes  will  be  of  drawn  copper  of  the  same 
sizes  as  the  pump  nozzles,  and  the  joints  will  be  made  by 
means  of  flanges.  All  brass  or  copper  pipes  in  the  bilges 
will  be  tinned  on  the  outside,  well  painted,  and  covered 
with  waterproof  canvas.  They  must  not  rest  in  contact 


30 


with  any  of  the  iron  or  steel  work  of  the  vessel.  Bilge 
suction  pipes  will  take  from  small  strainer  boxes  placed 
in  the  bilge. 

69.  MISCELLANEOUS  PIPES. 

Surface  and  bottom  blow  pipes  of  drawn  copper  will  be 
fitted  as  directed,  and  such  other  pipes  not  specified  as  are 
necessary  to  the  successful  working  of  the  machinery 
and  boat. 

In  all  cases  where  brass  pipes  are  specified  they  will 
be  iron-pipe  size,  and  all  joints  will  be  made  with  screwed 
flanges. 

Drainpipes  will  be  fitted  where  condensed  steam  can 
accumulate. 

70.  PIPES  THROUGH  WATER-TIGHT  BULKHEADS. 

Pipes  passing  through  bulkheads  will  be  made  water¬ 
tight  by  stuffing  boxes,  flanges,  or  other  approved  method. 
Steam  joints  must  not  be  made  with  the  bulkhead  between 
flanges. 

71.  HULL  CONNECTIONS. 

Steel  strengthening  rings  will  be  riveted  to  the  hull 
plating  around  the  opening  for  all  outboard  pipes.  The 
boiler  blow  pipes  and  pump  discharge  pipes  will  be  led 
above  the  water  line,  and  no  outboard  valves  will  be 
required  for  any  pipe  except  the  auxiliary  pump  suction 
from  the  sea.  The  flanges  will  be  bolted  to  the  strength¬ 
ening  rings  by  rolled  manganese,  or  Tobin  bronze  studs. 
A  zinc  protecting  ring  will  be  fitted  in  each  opening  in 
the  skin  in  such  a  manner  as  to  be  easily  renewed. 

72.  COCKS  AND  VALVES. 

All  cocks  and  valves,  and  their  fittings,  except  where 
otherwise  specified,  will  be  of  composition.  All  hand- 
wheels  will  be  of  finished  brass,  with  diameters  at  least 
i  times  those  of  the  valves.  All  cocks  over  i  inch 
diameter  will  have  packed  plugs. 

Valves  of  approved  pattern  will  be  supplied  wherever 
necessary  to  complete  the  pipe  system,  whether  herein 
specified  or  not.  All  valves  will  be  so  fitted  as  to  be 


31 


easily  ground  in.  All  valve  spindles  must  turn  right- 
handed  to  close,  and  must  have  outside  threads  when 
practicable.  All  cocks  and  valves  below  the  floor  plates 
will  have  their  wheels  or  handles  above  the  floor,  in 
accessible  positions.  The  sizes  given  refer  to  the  diam¬ 
eters  of  the  equivalent  clear  openings. 

73.  GAUGES. 

There  will  be  the  following  gauges  in  polished  brass 
cases,  suitably  engraved  to  show  to  what  they  are  con¬ 
nected;  all  to  be  of  approved  pattern,  and  equal  to  Lane’s 
improved,  with  seamless  tubes: — 

One  on  the  boiler,  graduated  to  350  pounds  pressure. 

One  on  the  bulkhead,  between  engine  and  fire  rooms, 
connected  to  the  main  steam  pipe,  graduated  to  350 
pounds  pressure. 

One  vacuum  gauge  connected  to  the  condenser. 

The  above  will  have  4%-inch  dials. 

74.  BOLTS  AND  NUTS. 

All  boltheads  and  nuts,  except  in  special  cases,  will 
conform  to  the  U.  S.  Navy  standard.  Screw  threads 
must  in  all  cases  conform  to  this  standard.  The  nuts  of 
all  bolts  on  moving  parts  and  on  pillow  blocks  will  be 
fitted  with  keepers,  and  the  bolts  will  extend  beyond 
the  nuts  without  thread,  for  a  split  pin. 

75.  CLOTHING  AND  LAGGING. 

The  main  cylinders  and  valve  chests,  after  being  finally 
secured  in  place  in  the  vessel  and  tested,  will  be  covered 
with  approved  incombustible  nonconducting  material, 
and  neatly  lagged  with  black  walnut,  with  polished  brass 
bands,  and  round  headed  brass  screws.  The  lagging  will 
be  fitted  in  such  a  manner  over  the  cylinders,  valve 
chests,  and  cylinder  heads  as  to  be  easily  removed,  re¬ 
placed,  and  repaired. 

The  cylindrical  part  of  the  condenser  will  be  clothed 
with  approved  material. 

All  steam  and  exhaust  pipes  and  all  steam  valves  will  be 
clothed  in  an  approved  manner  with  a  satisfactory  non¬ 
conducting  material,  covered  with  canvas,  and  painted. 


% 


■ 

i '  • 


32 


76.  WHISTLE. 

An  approved  polished  brass  steam  whistle,  with  bell 
about  2  inches  in  diameter,  will  be  placed  forward  of  the 
smoke  pipe,  near  the  top  of  the  pipe.  It  will  be  connected 
to  the  auxiliary  steam  pipe  by  a  pipe  having  a  stop  valve 
at  its  lower  end,  and  a  working  valve  at  the  upper  end. 
The  pipe  above  the  deck  will  be  easily  removable,  and 
all  connections  will  be  made  in  such  a  way  that  all  con¬ 
densed  water  will  drain  back  into  the  boiler. 

77.  FLOORS  AND  PLATFORMS. 

The  engine  room  and  fire  room  will  be  floored  with 
wrought-iron  plate,  inch  thick,  with  flat-topped  corru¬ 
gations  running  fore  and  aft.  The  plates  will  be  of  con¬ 
venient  size  and  easily  removable.  They  will  rest  on 
proper  ledges  of  angle  or  T  iron,  and  will  have  drain 
holes  where  necessary. 

78.  LADDERS. 

Ladders  will  be  fitted  where  necessary  for  reaching  the 
fire  room  and  engine  room  from  deck.  They  will  be 
fitted  to  be  easily  removable. 

79.  OIL  TANK. 

A  small  oil  tank  of  about  3  gallons  capacity  will  be 
fitted  where  directed.  It  will  be  made  of  copper,  and 
will  have  a  drip  pan  large  enough  to  hold  two  1 -quart 
feeders  and  a  squirt  can. 

80.  VENTILATOR. 

A  ventilator  of  10  inches  internal  diameter  will  be  fitted 
as  directed,  for  supplying  the  fire  room.  It  will  be  of 
wrought  iron  No.  18,  B.  W.  G.,  with  a  movable  copper 
cowl  of  No.  18,  B.  W.  G.,  not  planished.  The  cowl  will 
be  at  least  15  inches  in  diameter.  The  lower  end  of  the 
ventilator  will  be  constructed  with  a  door  to  admit  air 
direct  to  the  fire  room  when  running  natural  draft. 

81.  TOOLS. 

The  following  tools  will  be  furnished  : — 

One  set  of  wrenches,  complete,  for  the  engine  and  fire 
rooms,  to  be  fitted  for  all  nuts  in  their  respective 


. 

... 


33 


compartments,  plainly  marked  with  sizes,  and  fitted  in  an 
iron  rack  in  the  engine  room.  The  wrenches  will  be 
open-ended  or  socket,  as  required  for  the  special  service. 

Fixed  trammels  for  setting  the  main  valves  without 
removing  the  covers,  also  trammels  for  aligning  the 
crank  shaft :  all  parts  to  be  properly  marked  for  the  pur¬ 
pose. 

One  complete  set  of  fire  tools  for  the  fire  room. 

82.  DUPLICATE  PIECES. 

The  following  duplicate  pieces  will  be  furnished  : — 

One  set  of  valves  for  each  pump. 

Two  spare  crank-pin  brasses,  complete,  and  fitted  to  all 
crank  pins. 

One  complete  set  of  brasses  and  bushings  for  the  main 
engine  valve  gear. 

One  complete  set  of  brasses  for  the  circulating-pump 
engine,  the  blower  engine,  the  air  pump,  and  the  feed 
pumps. 

One  complete  set  of  metallic  packing  for  each  diam¬ 
eter  of  stuffing  box. 

One  set  of  packing  rings  for  each  steam  piston  and 
piston  valve. 

One  complete  set  of  grate  bars  and  bearers,  and  one 
pattern  for  each  casting. 

Such  spare  parts  of  the  boiler  as  may  be  required  by 
the  Bureau  of  Steam  Engineering  after  an  inspection  of 
the  drawings. 

Thirty  condenser  tubes  and  60  condenser-tube  glands. 

All  duplicate  pieces  will  be  marked  or  stamped,  and 
well  packed  to  prevent  corrosion.  All  boiler  tubes  will 
be  stowed  in  boxes.  The  above  parts  will  not  be  regarded 
as  part  of  the  machinery  weights,  but  will  be  delivered 
at  such  navy  yard  as  may  be  directed. 

83.  MATERIALS  AND  WORKMANSHIP. 

All  castings  must  be  sound  and  true  to  form,  and  before 
being  painted  must  be  well  cleaned  of  sand  and  scale, 
and  all  fins  and  roughness  removed. 


/ 


;  » 


34 


No  imperfect  casting  or  unsound  forging  will  be  used 
if  the  defect  affects  the  strength,  or  to  a  marked  degree 
its  sightliness. 

All  nuts  on  rough  castings  will  fit  facings  raised  above 
the  surface,  except  where  otherwise  directed. 

All  flanges  of  castings  will  be  faced,  and  those  coupled 
together  will  have  their  edges  made  fair  with  each  other. 

The  faces  of  all  circular  flanges  will  be  grooved. 

All  bolt  holes  in  permanently  fixed  parts  will  be  reamed 
or  drilled  fair  and  true  in  place,  and  the  bodies  of  bolts 
finished  to  fit  them  snugly. 

All  pipes  beneath  floor  plates  will  be  connected  by 
forged  bolts  and  nuts  of  rolled  manganese,  or  Tobin 
bronze. 

All  brasses  will  fit  loosely  between  collars  of  shafting. 

All  brasses  or  journals  will  be  properly  channeled  for 
the  distribution  of  oil. 

Packing  for  stuffing  boxes  will  be  such  as  may  be 
approved. 

All  small  pins  of  working  parts  will  be  well  case-hard¬ 
ened. 

All  steel  joint  pins  of  valve  gear  will  be  hardened  and 
ground  to  true  cylindrical  surfaces. 

All  materials  used  in  the  construction  of  the  machinery 
will  be  of  the  best  quality.  The  iron  castings  will  be 
made  of  the  best  pig  iron,  not  scrap,  except  where 
otherwise  directed. 

Composition  castings  will  be  made  of  new  materials. 

The  various  compositions  will  be  by  weight  as  follows  : — 

For  all  journal  boxes  and  guide  gibs:  Copper  6,  tin  i, 
and  zinc  %  parts.  Naval  brass  :  Copper  62,  tin  1,  and 
zinc  37  per  cent. 

For  composition  not  otherwise  specified  :  Copper  88, 
tin  10,  and  zinc  2  per  cent. 

Muntz  metal  will  be  of  the  best  commercial  quality. 

Antifriction  metal  will  be  of  approved  kind. 

Ornamental  brass  fitting  will  be  of  good  uniform  color. 

All  castings  will  be  increased  in  thickness  around  core 
holes.  Core  holes  will  be  tapped,  and  core  plugs  screwed 
in  and  locked,  except  where  bolted  cores  are  used,  or 
where  it  may  be  directed  that  the  holes  be  left  open. 


• 

35 


All  steel  forgings  will  be  without  welds  and  free  from 
laminations. 

All  flanges,  collars,  and  offsets,  will  have  well-rounded 
fillets. 

All  boiler  plates,  stays,  and  tubes,  will  be  well  cleaned 
of  mill  scale  by  pickling,  or  other  approved  means. 

All  flanged  parts  of  boilers  will  be  annealed  after 
flanging,  in  an  approved  manner. 

India-rubber  valves  will  be  of  approved  kind,  of  best 
commercial  quality. 

All  bolts  for  securing  the  boiler  attachments  will,  where 
possible,  be  screwed  through  the  boiler  plates,  with  heads 
inside. 

All  work  will  be  in  every  respect  of  the  first  quality, 
and  executed  in  a  workmanlike  and  substantial  manner. 

Any  portion  of  the  work,  whether  partially  or  entirely 
completed,  found  defective,  must  be  removed  and  satis¬ 
factorily  replaced  without  extra  charge. 


84.  TESTS  OF  MATERIAL. 

All  steel  used  in  the  construction  of  the  boilers,  and 
all  steel  forgings  and  castings,  will  be  tested  in  accord¬ 
ance  with  rules  prescribed  by  the  Navy  Department. 

All  condenser  tubes  will  be  tested  to  300  pounds  pres¬ 
sure  per  square  inch,  applied  internally  before  being  put 
in  place. 

India  rubber  valves,  taken  at  random,  must  stand  a 
dry-heat  test  of  270 0  for  one  hour,  and  a  moist-heat  test 
of  400 0  for  three  hours,  without  injury. 


85.  TESTS  OF  BOILERS  AND  MACHINERY. 

Before  the  boilers  are  painted  or  placed  in  the  vessel, 
they  will  be  tested  under  a  pressure  of  340  pounds  to  the 
square  inch  above  atmospheric  pressure.  This  pressure 
will  be  obtained  by  the  application  of  heat  to  water 
within  the  boilers,  the  water  filling  the  boilers  quite 
full. 

The  steam  pipes  and  valves,  the  auxiliary  engines,  and 
all  fittings  and  connections  subjected  to  the  boiler  pres¬ 
sure,  will  be  tested  by  water  pressure  to  340  pounds  to  the 
square  inch. 


36 


The  high-pressure  cylinder  and  valve  chests  will  be 
tested  by  water  pressure  to  340  pounds  to  the  square 
inch ;  the  first  intermediate-pressure  cylinder  and  con¬ 
nections  to  250  pounds;  the  second  intermediate-pressure 
to  175  pounds;  and  the  low-pressure  to  100  pounds.  The 
exhaust  side  of  the  low-pressure  valve  chests  will  be 
tested  to  30  pounds.  The  condensers  will  be  tested  to 
30  pounds. 

The  pumps,  valve  boxes,  and  air  vessels  of  the  feed, 
fire,  and  bilge  pumps,  will  be  tested  to  350  pounds  per 
square  inch.  The  cylinders  and  condensers  will  be 
tested  before  being  placed  on  board,  and  must  be  so 
placed  that  all  parts  may  be  accessible  for  examination 
by  the  inspector,  during  the  tests.  All  parts  will  also  be 
tested  after  being  secured  on  board.  No  lagging  or 
covering  is  to  be  on  the  cylinders  or  condensers  during 
the  tests. 

86.  PAINTING. 

After  a  satisfactory  test,  the  boiler  covering  will  be 
painted  on  the  outside  with  two  coats  of  brown  zinc  and 
oil,  and  when  in  place  the  fronts  will  be  painted  with 
one  coat  of  black  paint. 

All  engine  work,  not  finished,  will  be  primed  with  two 
coats  of  brown  zinc  and  oil;  and  when  placed  in  position 
on  board  the  vessel,  will  be  painted  with  two  coats  of 
paint  of  approved  color.  The  shafting,  when  in  place, 
will  be  painted  with  two  coats  of  red  lead  and  oil,  and 
two  coats  of  black  paint. 

The  smoke  pipe  will  be  thoroughly  painted  before 
and  after  erection  on  board.  The  ventilators  and  cowls 
will  be  painted  similarly  to  the  smoke  pipes,  except  the 
interiors  of  the  cowls,  which  will  be  painted  vermilion. 

All  pipes  will  be  painted  in  accordance  with  a  schedule 
to  be  hereafter  furnished. 

87.  PRELIMINARY  TESTS  AND  TRIALS. 

Steam  will  not  be  raised  in  the  boilers  until  after  the 
water  test  on  board,  unless  desired  for  drying  or  testing 


270—6 


37 


joints,  for  which  purpose  the  pressure  must  not  exceed 
io  pounds  per  square  inch. 

After  testing,  steam  will  be  raised  in  the  boilers  when-  * 
ever  required  to  test  the  connections  and  the  workings 
of  all  parts  of  main  and  auxiliary  engines.  All  expense 
of  such  preliminary  tests  will  be  borne  by  the  contractor. 

88.  RECORD  OF  WEIGHTS. 

All  finished  machinery,  boilers,  and  appurtenances 
thereof,  as  fitted,  and  all  spare  machinery  and  tools  herein 
specified,  will  be  weighed  by  the  contractor  in  the  pres¬ 
ence  of  the  superintending  naval  engineer,  before  being 
placed  on  board,  and  no  part  of  the  material  will  be 
placed  on  board  without  being  so  weighed  to  the  satis¬ 
faction  of  the  superintending  naval  engineer. 

89.  WORKING  DRAWINGS. 

All  drawings  necessary  for  the  prosecution  of  the  work 
must  be  prepared  by  and  at  the  expense  of  the  contractor. 
Those  which  are  developments  of  the  drawings  furnished, 
and  of  these  specifications,  will  be  subject  to  the  approval 
of  the  superintending  naval  engineer,  before  the  material 
is  ordered  or  the  work  commenced. 

In  the  drawings  furnished  figured  dimensions,  where 
given,  will  be  followed,  and  not  scaled  dimensions,  unless 
otherwise  directed.  All  discrepancies  discovered  in 
drawings,  or  between  drawings  and  specifications,  will 
be  referred  to  the  Bureau  of  Steam  Engineering. 

A  copy  of  each  working  drawing  will  be  furnished  to 
the  superintending  naval  engineer,  before  the  work  shown 
by  the  drawing  is  commenced.  A  copy  of  each  drawing, 
accompanying  orders  for  steel  castings  or  forgings,  will 
also  be  supplied  when  the  work  is  ordered. 

90.  DRAWINGS  OF  COMPLETED  MACHINERY. 

The  contractor  will  make,  and  furnish  to  the  Bureau  of 
Steam  Engineering,  through  the  superintending  naval 
engineer,  a  complete  set  of  drawings  of  the  boilers,  ma¬ 
chinery,  and  appurtenances,  as  actually  completed,  includ¬ 
ing  plans  of  the  same  as  fitted  on  board  the  vessel.  These 


* 


• 

. 

. 


38 


drawings  will  include  every  piece  of  machinery,  both  in 
whole  and  in  part,  and  will  be  in  such  detail  as  would 
enable  the  entire  machinery  to  be  duplicated  without 
additional  drawings.  No  sheet  will  contain  drawings  of 
more  than  one  part  of  the  machinery,  except  those  inti¬ 
mately  connected  with  each  other.  The  detail  drawing  of 
each  part  of  the  machinery  will  be  furnished  within  one 
month  after  the  completion  of  the  part,  without  waiting 
for  its  incorporation  into  the  machine  as  a  whole.  Detail 
drawings  will  be  made  to  a  scale  of  not  less  than  3  inches 
to  the  foot.  General  plans  of  the  machinery  in  place  in 
the  vessel,  and  pipe  plans,  will  be  made  to  a  scale  of  1  inch 
to  the  foot.  The  pipe  plans  will  be  divided  into  at  least 
two  parts — one  showing  steam  and  exhaust  pipes,  and  the 
other  showing  all  other  pipes.  The  pipe  plans  will  be 
colored,  in  accordance  with  a  schedule  to  be  furnished, 
to  indicate  the  purpose  which  the  pipes  are  intended  to 
serve,  and  will  be  accompanied  by  an  explanatory  index. 

All  drawings  will  be  made  on  the  best  quality  of  tra¬ 
cing  cloth,  all  sheets  being,  as  far  as  possible,  multiples 
or  submultiples  of  “double  elephant”  size. 

Detail  drawings  will  be  hatched,  where  in  section,  in 
accordance  with  a  schedule  to  be  furnished,  to  show  the 
various  metals  employed. 

91.  CHANGES  IN  PLANS  AND  SPECIFICATIONS. 

The  contractor  will  make  no  changes  in  the  plans  or 
specifications  without  the  approval  of  the  Naval  Depart¬ 
ment.  In  case  it  is  thought  advisable  to  make  changes, 
the  contractor  will  make  application  by  letter  to  the  Bu¬ 
reau  of  Steam  Engineering,  through  the  superintending 
naval  engineer,  stating  the  nature  of  the  change,  and 
accompanied  by  complete  plans  and  specifications  of  the 
proposed  change,  together  with  a  statement  of  his  estimate 
of  the  amount  of  increase  or  decrease  in  cost. 

92.  INSPECTION. 

The  work  of  construction  of  the  boilers,  machinery, 
and  appurtenances,  shall  be  at  all  times  open  to  inspec- 


.  J  ••  •  ' 


■ 


1 


. 


* 

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. 


39 


tion  by  officers  appointed  for  such  purpose  by  the  Navy 
Department;  every  facility  will  be  afforded suchinspectors 
for  the  prosecution  of  their  work.  All  handling  of  ma¬ 
terial  necessary  for  purposes  of  inspection  will  be  done 
at  the  expense  of  the  contractor.  All  test  specimens,  nec¬ 
essary  for  the  determination  of  the  strength  of  material 
used,  will  be  prepared  and  tested  at  the  expense  of  the 
contractor. 


O 


, 


UNIVERSITY  OF  ILLINOIS-URBANA 


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